
[Federal Register: August 5, 2009 (Volume 74, Number 149)]
[Rules and Regulations]               
[Page 38896-38899]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr05au09-5]                         


[[Page 38896]]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2007-0051; Directorate Identifier 2007-NE-37-AD; 
Amendment 39-15986; AD 2009-16-03]
RIN 2120-AA64

 
Airworthiness Directives; Teledyne Continental Motors (TCM) IO-
520, TSIO-520, and IO-550 Series Reciprocating Engines With Superior 
Air Parts, Inc. (SAP) Cylinder Assemblies Installed

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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SUMMARY: The FAA is adopting a new airworthiness directive (AD) for 
certain TCM IO-520, TSIO-520, and IO-550 series reciprocating engines, 
with certain SAP investment cast cylinder assemblies installed. This AD 
requires initial and repetitive inspections and compression tests to 
detect cracks in those cylinders with more than 750 flight hours (FH) 
time-in-service (TIS). This AD results from reports of cracks in the 
area of the exhaust valve and separation of cylinder heads from the 
barrels of SAP cylinder assemblies with certain part numbers. We are 
issuing this AD to prevent the separation of the cylinder head, which 
could result in immediate loss of engine power, possible structural 
damage to the engine, and possible fire in the engine compartment.

DATES: This AD becomes effective September 9, 2009. The Director of the 
Federal Register approved the incorporation by reference of certain 
publications listed in the regulations as of September 9, 2009.

ADDRESSES: You can get the service information identified in this AD 
from Teledyne Continental Motors, Inc., P.O. Box 90, Mobile, Alabama; 
telephone (251) 438-3411, or go to: http://www.genuinecontinental.aero.
    The Docket Operations office is located at Docket Management 
Facility, U.S. Department of Transportation, 1200 New Jersey Avenue, 
SE., West Building Ground Floor, Room W12-140, Washington, DC 20590-
0001.

FOR FURTHER INFORMATION CONTACT: Peter W. Hakala, Aerospace Engineer, 
Special Certification Office, FAA, Rotorcraft Directorate, 2601 Meacham 
Blvd., Fort Worth, TX 76137; e-mail: peter.w.hakala@faa.gov; telephone 
(817) 222-5145; fax (817) 222-5785.

SUPPLEMENTARY INFORMATION: The FAA proposed to amend 14 CFR part 39 
with a proposed AD. The proposed AD applies to certain TCM IO-520, 
TSIO-520, and IO-550 reciprocating engines with SAP investment cast 
cylinder assemblies, part numbers (P/Ns) SA52000-A1, SA52000-A20P, 
SA52000-A21P, SA52000-A22P, SA52000-A23P, SA55000-A1, or SA55000-A20P, 
installed. We published the proposed AD in the Federal Register on 
April 11, 2008, (73 FR 19772). That action proposed to require initial 
and repetitive inspections and compression tests to detect cracks in 
those cylinders with more than 750 FH TIS.

Examining the AD Docket

    You may examine the AD docket on the Internet at http://
www.regulations.gov; or in person at the Docket Operations office 
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 street address for 
the Docket Operations office (telephone (800) 647-5527) is provided in 
the ADDRESSES section. Comments will be available in the AD docket 
shortly after receipt.

Comments

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

Requests to Not Issue an AD Against the SAP Cylinders

    Four commenters suggest we not issue an AD against the SAP 
cylinders because the SAP cylinder assemblies have a lower failure rate 
than the OEM cylinder assemblies. One commenter suggests that SAP 
should issue a detailed service bulletin to address the service 
difficulty conditions.
    We don't agree. We confirmed that nine SAP cylinder assemblies 
failed with a head separation condition, which could result in loss of 
control of the airplane. Superior Air Parts, Inc. investigated the 
cause for the failure of the cylinder assemblies. Because the cylinder 
assemblies failed with a separation condition from propagation of metal 
fatigue cracks, we determined that this failure condition is a direct 
safety hazard to the airplane. This proposed AD is necessary to ensure 
that these cylinder assemblies are periodically inspected, and removed 
from service at engine overhaul to prevent this unsafe condition. We 
did not change the AD.

Absence of Data To Show Serial Number Distribution

    One commenter suggests we examine the distribution of the cracks 
across the range of serial numbers and perform a statistical analysis 
to try to identify a process change or a design change that may be a 
contributor to the failed SAP cylinder assemblies.
    We agree. We examined the distribution of the cracks, and collected 
and analyzed in service data of the cylinder assemblies. We found the 
failed cylinder assemblies were not in any specific serial number 
sequence. The failed serial numbers ranged from low to high within the 
serial number range, so the time to failure of the cylinder assemblies 
were unpredictable. We did not change the AD.

Requests To Change 50-Hour Inspections to 100-Hour or Annual 
Inspections

    Twenty commenters suggest that requiring a 50-hour repetitive 
inspection for cylinder leaks is unnecessary and burdensome at 50-hour 
intervals. The commenters suggest that we change the repetitive 
inspection requirements to allow performing the inspections at the 100-
hour or annual inspections.
    We don't agree. We selected a 50-hour inspection interval so we can 
detect leaks and replace the cylinder before a head separation occurs. 
By removing leaking cylinder heads discovered with the periodic 50-hour 
inspections, the probability of having an in-flight separation is 
greatly reduced. Also, the 50-hour inspection coincides with the 
scheduled maintenance for normal engine oil and filter changes. The 
costs of compliance in the NPRM included costs for the additional 
cylinder assembly inspections. We did not change the AD.

Suggestion To Replace All SAP Cylinders With Fewer Than 823 Hours Time-
In-Service

    One commenter suggests that we require replacing all SAP cylinders 
with fewer than 823 hours TIS. The commenter states that because of a 
lack of engineering data to justify the proposed corrective action, we 
should require removing all the remaining cylinder assemblies now in 
service, at no later than 823 hours TIS.
    We don't agree. The lowest TIS of a failed cylinder assembly is 823 
hours TIS. Many of the cylinders have operated well past 823 hours TIS 
and some to the time-between-overhaul limit. The initial 25 hour TIS 
inspection and subsequent 50 hour inspections will provide satisfactory 
safety oversight to

[[Page 38897]]

prevent future head separations without putting an unnecessary burden 
on the public by requiring replacing all 23,000 of the SAP cylinders 
produced. We did not change the AD.

Request To Increase the Fuel-Air Ratios on TCM Engines That Use SAP 
Cylinders

    One commenter states the corrective action should be an immediate 
FAA authorization to increase the full power fuel flows above the type 
certificate limits as necessary to return the fuel-air ratios to those 
of stock TCM engines. The commenter stated that the SAP cylinders are 
not direct replacements for TCM cylinders because of their increased 
volumetric efficiency (more air without more fuel).
    We don't agree. Superior Air Parts, Inc. has not made any public 
claims of increased horsepower or increased volumetric efficiency for 
the cylinders. Testing during certification of the SAP cylinders did 
not reveal any appreciable power output difference, outside of normal 
variation. While it may be due to a slightly higher volumetric 
efficiency, as compared to the original equipment manufacturer's (OEM) 
cylinders, the observed and resulting temperature differences were not 
of such a magnitude as to cause a safety of flight issue. The SAP 
cylinders are subject to the same FAA-approved cylinder head 
temperature limitation as the OEM cylinders. Both the SAP cylinders and 
the OEM cylinders were certified and approved to operate continuously 
at the maximum certificated temperature. We did not change the AD.

Observation That a Large Number of SAP Cylinder Failures Occurred in 
Alaska

    Six commenters state that a large number of SAP cylinder assembly 
failures occurred in Alaska among commercial operators that had 
airplanes with high-usage rates. They state that the operators have 
high-thermal cycles per hour. The commenters define a thermal cycle as 
an engine start, an aircraft takeoff, an aircraft landing, and an 
engine shutdown. One of the commenters stated that shock heating is far 
more destructive than shock cooling. Another commenter stated that 
their facility has installed the affected investment cast cylinders on 
hundreds of aircraft and has operated in an environment that would be 
expected to be as adverse as any other identifiable operating 
environment as measured by three critical engineering parameters:
    (1) The average repetitive internal temperature experienced by the 
cylinder head,
    (2) The number of thermal cycles, and
    (3) The magnitude of the maximum cylinder head temperature during 
exposure to peak thermal cycles.
    That commenter goes on to state that they haven't encountered any 
cracks in this population of SAP cylinders over the last decade.
    We accept these comments as possible metallurgical explanations for 
fatigue cracks starting and growing, however; other engine operating 
conditions could contribute to metal fatigue failures. We did not 
change the AD.

Type of Cylinder Head Casting Questioned

    One commenter asks if the cylinder head casting is a sand casting 
or an investment casting. The commenter states that the AD should 
specify the type of casting. The commenter also asks that the proposed 
AD should state that most failures were due to a high number of thermal 
cycles for the total number of engine operating hours. The commenter 
states that a thermal cycle should be defined as ``an engine start up, 
airplane takeoff, airplane landing, and an engine shutdown'' and not as 
a ``high ratio of take offs and landings per flight hour.''
    We partially agree. The proposed AD does state that the cylinder 
assemblies have an investment cast aluminum head. After additional 
research, we agree that a high number of thermal cycles, for example 
engine start up, airplane takeoff, airplane landing, and engine 
shutdown can increase the thermal fatigue of the cylinder assemblies. 
However, the number of engine starts and thermal cycles are not 
recorded and cannot be correlated. We changed the AD for clarity to 
refer to the cylinder heads as ``investment cast,'' and provided a 
process in paragraph (f) for determining the cylinder P/N if it is not 
in the engine records.

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 8,000 engines installed on 
airplanes of U.S. registry. We also estimate that it will take about 5 
work-hours per cylinder to perform the actions, and that the average 
labor rate is $80 per work-hour. Required parts will cost about $1,150 
per cylinder. Based on these figures, we estimate the total cost of 
this AD to U.S. operators to be $12,400,000.

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,

[[Page 38898]]

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:

2009-16-03 Superior Air Parts, Inc. (SAP): Amendment 39-15986. 
Docket No. FAA-2007-0051; Directorate Identifier 2007-NE-37-AD.

Effective Date

    (a) This airworthiness directive (AD) becomes effective 
September 9, 2009.

Affected ADs

    (b) None.

Applicability

    (c) This AD applies to Teledyne Continental Motors (TCM) IO-520, 
TSIO-520, and IO-550 series reciprocating engines with SAP 
investment cast cylinder assemblies, part numbers (P/Ns) SA52000-A1, 
SA52000-A20P, SA52000-A21P, SA52000-A22P, SA52000-A23P, SA55000-A1, 
or SA55000-A20P, installed. These engines are installed on, but not 
limited to, the airplanes listed in Table 1 of this AD.

                          Table 1--Teledyne Continental Motors-Related Aircraft Models
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              Engine model                  Aircraft manufacturer             Aircraft model designation
----------------------------------------------------------------------------------------------------------------
IO-520-A...............................  Cessna....................  210 D, E, F, G, & H.
IO-520-A...............................  Cessna....................  206.
IO-520-A...............................  Cessna....................  P206.
IO-520-A...............................  Rockwell..................  200 D.
IO-520-B...............................  Beechcraft................  36 Bonanza.
IO-520-B...............................  Beechcraft................  A36.
IO-520-B...............................  Navion....................  Range Master.
IO-520-BA..............................  Beechcraft................  A36.
IO-520-BA..............................  Beechcraft................  S & V35, V35A, V35B.
IO-520-BA..............................  Beechcraft................  C33 A.
IO-520-BA..............................  Beechcraft................  E33 A & C.
IO-520-BA..............................  Beechcraft................  F33 A & C.
IO-520-BA..............................  Navion....................  Range Master.
IO-520-BB..............................  Beechcraft................  A36.
IO-520-BB..............................  Beechcraft................  V35B.
IO-520-BB..............................  Beechcraft................  F33 A.
IO-520-C & CB..........................  Beechcraft................  C55-E55 Baron.
IO-520-D...............................  Bellanca..................  17-30 Viking.
IO-520-D...............................  Cessna....................  A188-300 AG Truck.
IO-520-D...............................  Cessna....................  185.
IO-520-E...............................  (Cessna 310)..............  Exec 600.
IO-520-E...............................  (Beech Baron).............  Pres 600.
IO-520-F...............................  Cessna....................  207.
IO-520-F...............................  Cessna....................  U206.
IO-520-K...............................  Bellanca..................  17-30A.
IO-520-L...............................  Cessna....................  210 K, L, M, N & R.
IO-520-L...............................  Cessna....................  210N II.
IO-520-L...............................  Cessna....................  210R.
IO-520-M...............................  Cessna....................  310R.
IO-520-MB..............................  Cessna....................  310R.
IO-550-A...............................  Cessna....................  310 Conversion.
IO-550-B...............................  Beechcraft................  A36.
IO-550-B...............................  (Beech Bonanza)...........  Foxstar.
IO-550-C...............................  Beechcraft................  58 Baron.
IO-550-D...............................  Cessna....................  185/188 Conversion.
IO-550-E...............................  Cessna....................  310 Conversion.
IO-550-F...............................  Cessna....................  206/207 Conversion.
IO-550-L...............................  Cessna....................  210 Conversion.
----------------------------------------------------------------------------------------------------------------

Unsafe Condition

    (d) This AD results from reports of cracks in the area of the 
exhaust valve and separation of cylinder heads from the barrels of 
SAP cylinder assemblies with certain part numbers. We are issuing 
this AD to prevent the separation of the cylinder head, which could 
result in immediate loss of engine power, possible structural damage 
to the engine, and possible fire in the engine compartment.

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.

Inspecting SAP Cylinder Assemblies

    (f) If the engine records don't contain the P/N of the cylinder 
heads, do the following:
    (1) Remove the valve cover from the cylinder assembly.
    (2) Look at the cylinder head for the P/N SAC 52001 I or SAC 
55001 I and the word ``AMCAST.''
    (g) For TCM IO-520, TSIO-520, and IO-550 series reciprocating 
engines with SAP investment cast cylinder assemblies, P/Ns SA52000-
A1, SA52000-A20P, SA52000-A21P, SA52000-A22P, SA52000-A23P, SA55000-
A1, or SA55000-A20P, installed, with over 750 flight hours (FH) 
time-in-service (TIS), do the following within 25 FH TIS after the 
effective date of this AD:
    (1) Inspect each cylinder head around the exhaust valve side for 
visual cracks or any signs of black combustion leakage.
    (2) Replace any cracked or leaking cylinders before further 
flight.
    (3) Perform a standard cylinder compression test. Guidance on 
standard cylinder compression tests can be found in Teledyne 
Continental Aircraft Engine Service Bulletin SB03-3, Differential 
Pressure Test and Borescope Inspection Procedures for Cylinders, 
dated March 28, 2003.

[[Page 38899]]

    (i) If the cylinder pressure gauge reads below 60 pounds per-
square inch, determine if the unacceptable pressure is due to a 
cracked cylinder.
    (ii) To check the cylinder, apply a 2 percent soapy water 
solution to the side of the leaking cylinder.
    (iii) If you see air bubbles, indicating air leakage, on the 
side of the cylinder head, or near the head-to-cylinder interface, 
replace the cylinder assembly before further flight.
    (h) Thereafter, repeat the cylinder visual inspections and 
compression tests within 50 FH time-since-last inspection (TSLI) 
until the cylinders reach their time-between-overhaul (TBO) limits 
specified in Teledyne Continental Aircraft Engine Service 
Information Letter SIL98-9A, Revision A, dated March 28, 2003.

Replacing SAP Cylinder Assemblies

    (i) For TCM IO-520, TSIO-520, and IO-550 series reciprocating 
engines with SAP investment cast cylinder assemblies, P/Ns SA52000-
A1, SA52000-A20P, SA52000-A21P, SA52000-A22P, SA52000-A23P, SA55000-
A1, or SA55000-A20P, replace the SAP cylinder head assembly at the 
first TBO after the effective date of this AD. Engines that were 
already overhauled may continue in service until the first TBO after 
the effective date of this AD.

Prohibition Against Installing Certain P/N SAP Cylinder Assemblies

    (j) After the effective date of this AD, do not install any SAP 
investment cast cylinder assembly, P/Ns SA52000-A1, SA52000-A20P, 
SA52000-A21P, SA52000-A22P, SA52000-A23P, SA55000-A1, or SA55000-
A20P, in any engine.

Alternative Methods of Compliance

    (k) The Manager, Special 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.

Special Flight Permits

    (l) Under 14 CFR part 39.23, we will not approve special flight 
permits for this AD for engines that have failed the visual 
inspection or the 50 hour periodic cylinder assembly compression 
test required by this AD.

Related Information

    (m) Teledyne Continental Service Bulletin No. SB03-3 
``Differential Pressure Test and Borescope Inspection Procedures for 
Cylinders'', dated March 28, 2003.
    (n) Contact Peter W. Hakala, Aerospace Engineer, Special 
Certification Office, FAA, Rotorcraft Directorate, 2601 Meacham 
Blvd., Fort Worth, TX 76137; e-mail: peter.w.hakala@faa.gov; 
telephone (817) 222-5145; fax (817) 222-5785, for more information 
about this AD.

Material Incorporated by Reference

    (o) You must use Teledyne Continental Aircraft Engine Service 
Information Letter SIL98-9A, Revision A, dated March 28, 2003 to 
determine the times-between-overhaul required by this AD. The 
Director of the Federal Register approved the incorporation by 
reference of this service information in accordance with 5 U.S.C. 
552(a) and 1 CFR part 51. Contact Teledyne Continental Motors, Inc., 
P.O. Box 90, Mobile, Alabama; telephone (251) 438-3411, or go to: 
http://www.genuinecontinental.aero, for a copy of this service 
information. You may review copies at the FAA, New England Region, 
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.

    Issued in Burlington, Massachusetts, on July 23, 2009.
Peter A. White,
Assistant Manager, Engine and Propeller Directorate, Aircraft 
Certification Service.
[FR Doc. E9-18220 Filed 8-4-09; 8:45 am]

BILLING CODE 4910-13-P
