
[Federal Register Volume 80, Number 116 (Wednesday, June 17, 2015)]
[Rules and Regulations]
[Pages 34534-34538]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2015-14694]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2006-23706; Directorate Identifier 2006-NE-03-AD; 
Amendment 39-18177; AD 2014-12-04]
RIN 2120-AA64


Airworthiness Directives; Honeywell International Inc. Turboprop 
Engines

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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SUMMARY: We are superseding airworthiness directive (AD) 2006-15-08 for 
all Honeywell International Inc. TPE331-1, -2, -2UA, -3U, -3UW, -5, -
5A, -5AB, -5B, -6, -6A, -10, -10AV, -10GP, -10GT, -10P, -10R, -10T, -
10U, -10UA, -10UF, -10UG, -10UGR, -10UR, -11U, -12JR, -12UA, -12UAR, 
and -12UHR turboprop engines with certain Honeywell part numbers (P/Ns) 
of Woodward fuel control unit (FCU) assemblies, installed. AD 2006-15-
08 required initial and repetitive dimensional inspections of the fuel 
control drives for wear, and replacement of the FCU and fuel pump. This 
new AD requires initial and repetitive dimensional inspections of the 
affected fuel control drives and insertion of certain airplane 
operating procedures into the applicable flight manuals. This AD was 
prompted by reports of loss of the fuel control drive, leading to 
engine overspeed, overtorque, overtemperature, uncontained rotor 
failure, and asymmetric thrust in multi-engine airplanes. We are 
issuing this AD to prevent failure of the fuel control drive that could 
result in damage to the engine and airplane.

DATES: This AD is effective July 22, 2015.

ADDRESSES: For service information identified in this AD, contact 
Honeywell International Inc., 111 S 34th Street, Phoenix, AZ 85034-
2802; phone: 800-601-3099; Internet: https://myaerospace.honeywell.com/wps/portal/!ut/. You may view this service information at the FAA, 
Engine & Propeller Directorate, 12 New England Executive Park, 
Burlington, MA. For information on the availability of this material at 
the FAA, call 781-238-7125.

Examining the AD Docket

    You may examine the AD docket on the Internet at http://www.regulations.gov by searching for and locating Docket No. FAA-2006-
23706; or in person at the Docket Management Facility between 9 a.m. 
and 5 p.m., Monday through Friday, except Federal holidays. The AD 
docket contains this AD, the regulatory evaluation, any comments 
received, and other information. The address for the Docket Office 
(phone: 800-647-5527) is Document Management Facility, U.S. Department 
of Transportation, Docket Operations, M-30, West Building Ground Floor, 
Room W12-140, 1200 New Jersey Avenue SE., Washington, DC 20590.

FOR FURTHER INFORMATION CONTACT: Joseph Costa, Aerospace Engineer, Los 
Angeles Aircraft Certification Office, FAA, Transport Airplane 
Directorate, 3960 Paramount Blvd., Lakewood, CA 90712-4137; phone: 562-
627-5246; fax: 562-627-5210; email: joseph.costa@faa.gov.

SUPPLEMENTARY INFORMATION: 

Discussion

    We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR 
part 39 to supersede AD 2006-15-08, Amendment 39-14688 (71 FR 41121, 
July 20, 2006), (``AD 2006-15-08''). AD 2006-15-08 applied to all 
Honeywell International Inc. TPE331-1, -2, -2UA, -3U, -3UW, -5, -5A, -
5AB, -5B, -6, -6A, -10, -10AV, -10GP, -10GT, -10P, -10R, -10T, -10U, -
10UA, -10UF, -10UG, -10UGR, -10UR, -11U, -12JR, -12UA, -12UAR, and -
12UHR turboprop engines with certain Honeywell part numbers (P/Ns) of 
Woodward FCU assemblies, installed. The NPRM published in the Federal 
Register on March 19, 2014 (79 FR 15261). The NPRM was prompted by 
reports of loss of the fuel control drive, leading to engine overspeed, 
overtorque, overtemperature, uncontained rotor failure, and asymmetric 
thrust in multi-engine airplanes. The NPRM proposed to continue to 
require initial and repetitive dimensional inspections of the affected 
fuel control drives but would no longer require the installation of a 
modified FCU. The NPRM also proposed to require insertion of certain 
airplane operating procedures into the applicable flight manuals. We 
are issuing this AD to prevent failure of the fuel control drive that 
could result in damage to the engine and airplane.

Comments

    We gave the public the opportunity to participate in developing 
this AD. The following presents the comments received on the NPRM (79 
FR 15261, March 19, 2014) and the FAA's response to each comment.

[[Page 34535]]

Disagreement With the Elimination of Requirement To Install a Modified 
FCU

    Honeywell International Inc. (Honeywell) and an individual 
commenter indicated that the NPRM should mandate the installation of 
the FCU because of the benefits it provides. In addition, both 
commenters disagreed with the FAA that the modified FCU contributed to 
the rate of in-flight shutdowns (IFSDs) and that the inherent risk of 
repetitive inspections does not support the elimination of the 
overspeed governor (OSG) modification requirement of AD 2006-15-08.
    We disagree. We eliminated the mandatory installation of recently 
certified, modified FCUs due to the numerous reports of unscheduled 
removals and the IFSDs caused by the recent design changes incorporated 
in the modified FCU. We did not change this AD.

Request Change to Costs of Compliance

    Honeywell indicated that the cost for repetitive inspections is not 
accurate. Honeywell estimates that, without a change in design, a 
limitless number of inspections would be needed over the life of the 
engine.
    We agree. Numerous fuel control drive inspections could be needed 
over the life of the engine. The Costs of Compliance paragraph was 
changed to reflect an annual cost of compliance which was based on the 
fleet costs as reflected in the NPRM.

Request To Change the Applicability

    Honeywell requested that engines in Group #4 reflect the engines 
associated with FCU assembly P/Ns being added to the Applicability 
paragraph for added clarity.
    We agree. We changed Table 1 to paragraph (c) of this AD to clarify 
the Group #4 engine models as follows: ``Group #4 TPE331-3U, -3UW, -5, 
-5B, -6, -6A, and -10T''.

Request To Change the Applicability

    Honeywell requested that clarification be provided for FCU P/Ns of 
Woodward fuel control units. The Applicability paragraph refers to P/Ns 
as Woodward P/Ns when the listed P/Ns are Honeywell P/Ns for Woodward 
FCUs.
    We agree. We changed paragraph (c) of this AD to read, ``. . . 
turboprop engines with Honeywell part numbers (P/Ns) for Woodward fuel 
control unit (FCU) assemblies listed in Table 1 to paragraph (c) of 
this AD, installed.''

Request Redundant Term Be Removed From the Compliance

    Honeywell requested that ``spline'' be removed from the fuel 
control drive inspection as stated in the Compliance paragraph. This 
change is consistent with the Compliance and the Definitions paragraphs 
in AD 2006-15-08.
    We agree. We changed paragraphs (e)(1)(i) and (e)(2)(ii) to read: 
``Inspect the fuel control drive for wear.''

Request To Change Related Information

    Honeywell requested that the publications listed in Related 
Information, paragraph (i)(2), be referred to as airplane publications 
and not as obtainable from Honeywell International. The reason for this 
request is that the Airplane Flight Manual (AFM), the Pilot Operating 
Handbook (POH), and the Manufacturer's Operating Manual (MOM) are 
airplane publications and cannot be obtained from Honeywell.
    We agree that the AFM, POH, and the MOM are airplane manuals. As a 
result of reviewing this comment, we decided that mentioning all 
applicable owners of airplane manuals is unnecessary in the related 
information section of this AD.

Request To Change Airplane Operating Procedures

    Honeywell requested that reference to the ``Loss of Fuel Control 
Drive'' be changed to ``Loss of the drive between the engine driven 
fuel pump and the fuel control governor.'' This change would eliminate 
confusion between the loss of the accessory drive gearing to the fuel 
pump with the loss of the fuel control drive.
    We agree that the term ``fuel control drive'' is not a term used in 
airplane operating procedures. We removed the term ``fuel control 
drive'' from the Airplane Operating Procedures in this AD and made 
other changes to simplify and clarify Figure 1 to paragraph (e) of this 
AD.

Request To Change Airplane Operating Procedures

    One commenter requested a revision of the Operating Procedure 
``Warnings'' in the NPRM to clearly address overspeed during start and 
immediately after start before the propeller has been removed from the 
start locks. This change would provide clarification and enhance 
safety.
    We disagree. The Loss of Fuel Control Drive causing rapid, 
uncommanded acceleration during engine start is as unsafe as the Loss 
of Fuel Control Drive immediately after start when the engine is stable 
before the propeller is removed from the start locks. However, since 
the observed effects for these two conditions are the same, we combined 
both instances as ``Rapid, Uncommanded Acceleration During Engine 
Start''.

Request To Change Airplane Operating Procedures

    The commenter requested changing the operating procedures for when 
the propeller is off the start locks to address the rapid uncommanded, 
uncontrolled increase in revolutions-per-minute (RPM). The commenter 
believes that if the fuel control drive fails when the propeller is off 
the start locks the engine's propeller governor will control and 
stabilize the engine RPM.
    We disagree with the commenter's justification because test data 
has shown that the engine propeller governor will not control and 
stabilize the engine RPM if the fuel control drive fails when the 
propeller is off the start locks. A rapid, uncommanded, uncontrolled 
increase in RPM is most evident during partial or full reverse. We 
simplified the operating procedure by removing the statement ``Power--
Move power lever to or toward flight idle as required to maintain 
engine limits'' with the propeller off the start locks as proposed in 
the NPRM. We changed Figure 1 to paragraph (e) of this AD by adding the 
following: ``Engine shut down--Move condition lever to EMERGENCY 
STOP''.

Conclusion

    We reviewed the relevant data, considered the comments received, 
and determined that air safety and the public interest require adopting 
this AD with the changes described previously and minor editorial 
changes. We have determined that these minor changes:
     Are consistent with the intent that was proposed in the 
NPRM for correcting the unsafe condition; and
     Do not add any additional burden upon the public than was 
already proposed in the NPRM.
    We also determined that these changes will not increase the 
economic burden on any operator or increase the scope of this AD.

Costs of Compliance

    We estimate that this AD will affect 2,250 engines installed on 
airplanes of U.S. registry. We estimate that it will take 8 hours per 
engine to perform an FCU inspection. The average labor rate is $85 per 
hour. Due to the more frequent inspections proposed by this AD, we 
estimate 10% of affected engines will require FCU assembly stub shaft 
replacement, and fuel pump or fuel control repair. We also estimate 
that repairs will not exceed $10,000 per engine. Based on these 
figures, we estimate the cost of this AD on U.S. operators to be 
$525,587 per year.

[[Page 34536]]

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),
    (3) Will not affect intrastate aviation in Alaska to the extent 
that it justifies making a regulatory distinction, and
    (4) 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.

List of Subjects in 14 CFR Part 39

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

Adoption of the Amendment

    Accordingly, under the authority delegated to me by the 
Administrator, the FAA 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 removing airworthiness directive (AD) 
2006-15-08, Amendment 39-14688 (71 FR 41121, July 20, 2006), and adding 
the following new AD:

2015-12-04 Honeywell International Inc.: Amendment 39-18177454851; 
Docket No. FAA-2006-23706; Directorate Identifier 2006-NE-03-AD.

(a) Effective Date

    This AD is effective July 22, 2015.

(b) Affected ADs

    This AD replaces AD 2006-15-08, Amendment 39-14688 (71 FR 41121, 
July 20, 2006).

(c) Applicability

    This AD applies to all Honeywell International Inc. TPE331-1, -
2, -2UA, -3U, -3UW, -5, -5A, -5AB, -5B, -6, -6A, -10, -10AV, -10GP, 
-10GT, -10P, -10R, -10T, -10U, -10UA, -10UF, -10UG, -10UGR, -10UR, -
11U, -12JR, -12UA, -12UAR, and -12UHR turboprop engines with 
Honeywell part numbers (P/Ns) for Woodward fuel control unit (FCU) 
assemblies listed in Table 1 to paragraph (c) of this AD, installed.

          Table 1 to Paragraph (c)--Affected FCU Assembly P/Ns
------------------------------------------------------------------------
        Group No.                 Engine            FCU assembly P/Ns
------------------------------------------------------------------------
1........................  TPE331-1, -2, and -  P/N 869199-13, -20, -21,
                            2UA.                 -22, -23, -24, -25, -
                                                 26, -27, -28, -29, -31,
                                                 -32, -33, -34, and -35.
2 *......................  TPE331-1, -2, and -  P/N 869199-9, -10, -11,
                            2UA.                 12, -14, -16, -17, and
                                                 18.
3........................  TPE331-3U, -3UW, -   P/N 893561-7, -8, -9, -
                            5, -5A, -5AB, -5B,   10, -11, -14, -15, -16,
                            -6, -6A, -l0AV, -    -20, -26, -27, and -29;
                            10GP, -10GT, -l0P,   or P/N 897770-1, -3, -
                            and -l0T.            7, -9, -10, -11, -12, -
                                                 14, -15, -16, -25, -26,
                                                 and -28.
4 *......................  TPE331-3U, -3UW, -   P/N 893561-4, -5, -12,
                            5, -5B, -6, -6A,     and -13 or P/N 897770-
                            and -10T.            5, -8, and -13.
5........................  TPE331-10, -10R, -   P/N 897375-2, -3, -4, -
                            10U, -10UA, -10UF,   5, -8, -9, -10, -11, -
                            -10UG, -10UGR, -     12, -13, -14, -15, -16,
                            10UR, -11U, -12JR,   -17, -19, -21, -24, -
                            -12UA, -12UAR, and   25, -26, and -27; or P/
                            -12UHR.              N 897780-1, -2, -3, -4,
                                                 -5, -6, -7, -8, -9, -
                                                 10, -11, -14, -15, -16,
                                                 -17, -18, -19, -20, -
                                                 21, -22, -23, -24, -25,
                                                 -26, -27, -30, -32, -
                                                 34, -36, -37, and -38;
                                                 or P/N 893561-17, -18,
                                                 and -19.
------------------------------------------------------------------------
* New/added FCU assembly P/Ns

(d) Unsafe Condition

    We are issuing this AD to prevent failure of the fuel control 
drive that could result in damage to the engine and airplane.

(e) Compliance

    Comply with this AD within the compliance times specified, 
unless already done.

(1) Inspection of Engines With FCU Assembly P/Ns in Groups 2 and 4

    For FCU assembly P/Ns in Groups 2 and 4 listed in Table 1 to 
paragraph (c) of this AD:
    (i) At the next scheduled inspection of the fuel control drive, 
or within 500 hours-in-service (HIS) after the effective date of 
this AD, whichever occurs first, inspect the fuel control drive for 
wear.
    (ii) Thereafter, re-inspect the fuel control drive within every 
1,000 HIS since-last-inspection (SLI).

(2) Inspection of Engines With FCU Assembly P/Ns in Groups 1, 3, 
and 5

    For FCU assembly P/Ns in Groups 1, 3, or 5 listed in Table 1 to 
paragraph (c) of this AD:
    (i) If on the effective date of this AD the FCU assembly has 950 
or more HIS SLI, inspect the fuel control drive for wear within 50 
HIS from the effective date of this AD.
    (ii) If on the effective date of this AD the FCU assembly has 
fewer than 950 HIS SLI, inspect the fuel control drive for wear 
before reaching 1,000 HIS.
    (iii) Thereafter, re-inspect the fuel control drive for wear 
within every 1,000 HIS SLI.

(3) Airplane Operating Procedures

    Within 60 days after the effective date of this AD, insert the 
information in Figure 1 to paragraph (e) of this AD, into the 
Emergency Procedures Section of the Airplane Flight Manual (AFM), 
Pilot Operating Handbook (POH), and the Manufacturer's Operating 
Manual (MOM).

[[Page 34537]]

[GRAPHIC] [TIFF OMITTED] TR17JN15.000

(f) Optional Terminating Action

    Replacing the affected FCU assembly with an FAA-approved FCU 
assembly P/N not listed in this AD is terminating action for the 
initial and repetitive inspections required by this AD, and for 
inserting the information in Figure 1 to paragraph (e) of this AD 
into the AFM, POH, and MOM.

(g) Definitions

    For the purposes of this AD:
    (1) The ``fuel control drive'' is a series of mating splines 
located between the fuel pump and fuel control governor.
    (2) The fuel control drive consists of four drive splines: The 
fuel pump internal spline, the fuel control external ``quill shaft'' 
spline, and the stub shaft internal and external splines.

(h) Alternative Methods of Compliance (AMOCs)

    The Manager, Los Angeles Aircraft Certification Office, FAA, may 
approve AMOCs for this AD. Use the procedures found in 14 CFR 39.19 
to make your request.

(i) Related Information

    (1) For more information about this AD, contact Joseph Costa, 
Aerospace Engineer, Los Angeles Aircraft Certification Office, FAA, 
Transport Airplane Directorate, 3960 Paramount Blvd., Lakewood, CA 
90712-4137; phone: 562-627-5246; fax: 562-627-5210; email: 
joseph.costa@faa.gov.
    (2) Information pertaining to operating recommendations for 
affected engines after a fuel control drive failure is contained in 
Honeywell International Inc., Operating Information Letter (OIL) 
OI331-12R6, dated May 26, 2009, for multi-engine airplanes; and in 
OIL OI331-18R4, dated May 26, 2009, for single-engine airplanes. 
Information on fuel control drive inspection can be found in Section 
72-00-00 of the applicable TPE331 maintenance manuals. These 
Honeywell International Inc., OILs and the TPE331 maintenance 
manuals, which are not incorporated by reference in this AD, can be 
obtained from Honeywell International Inc., using the contact 
information in paragraph (i)(3) of this AD.
    (3) For service information identified in this AD, contact 
Honeywell International Inc., 111 S. 34th Street, Phoenix, AZ 85034-
2802; Internet: https://myaerospace.honeywell.com/wps/portal/!ut; 
phone: 800-601-3099.
    (4) You may view this service information at the FAA, Engine & 
Propeller Directorate, 12 New England Executive Park, Burlington, 
MA. For information on the availability of this material at the FAA, 
call 781-238-7125.

(j) Material Incorporated by Reference

    None.


[[Page 34538]]


    Issued in Burlington, Massachusetts, on June 5, 2015.
Ann C. Mollica,
Acting Directorate Manager, Engine & Propeller Directorate, Aircraft 
Certification Service.
[FR Doc. 2015-14694 Filed 6-16-15; 8:45 am]
 BILLING CODE 4910-13-P


