[Federal Register: December 1, 2004 (Volume 69, Number 230)]
[Rules and Regulations]
[Page 69807-69809]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr01de04-2]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 2004-NE-10-AD; Amendment 39-13885; AD 2004-24-09]
RIN 2120-AA64
Airworthiness Directives; Rolls-Royce Corporation (Formerly
Allison Engine Company, Allison Gas Turbine Division, and Detroit
Diesel Allison) (RRC) 250-B and 250-C Series Turboshaft and Turboprop
Engines
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 RRC 250-B and 250-C series turboshaft and turboprop engines.
This AD requires a onetime inspection of the fuel nozzle screen for
contamination, and if contamination is found, inspection and cleaning
of the entire aircraft fuel system before further flight. This AD also
requires replacing the fuel nozzle with a new design fuel nozzle, at
the next fuel nozzle overhaul or by June 30, 2006, whichever occurs
first. This AD results from 10 reports of engine power loss with
accompanying collapse of the fuel nozzle screen, due to fuel
contamination. We are issuing this AD to minimize the risk of sudden
loss of engine power and uncommanded shutdown of the engine due to fuel
contamination and collapse of the screen in the fuel nozzle.
DATES: This AD becomes effective January 5, 2005.
ADDRESSES: You can get the service information identified in this
proposed AD from Rolls-Royce Corporation, P.O. Box 420, Indianapolis,
IN 46206-0420; telephone (317) 230-6400; fax (317) 230-4243.
You may examine the AD docket, by appointment, at the FAA, New
England Region, Office of the Regional Counsel, 12 New England
Executive Park, Burlington, MA.
FOR FURTHER INFORMATION CONTACT: John Tallarovic, Aerospace Engineer,
Chicago Aircraft Certification Office, FAA, 2300 East Devon Avenue, Des
Plaines, IL 60018-4696; telephone (847) 294-8180; fax (847) 294-7834.
SUPPLEMENTARY INFORMATION: The FAA proposed to amend 14 CFR part 39
with a proposed airworthiness directive (AD). The proposed AD applies
to certain RRC 250-B and 250-C series turboshaft and turboprop engines.
We published the proposed AD in the Federal Register on May 7, 2004 (69
FR 25501). That action proposed to require:
A onetime inspection of the fuel nozzle screen for
contamination, within 150 operating hours after the effective date of
the proposed AD; and
Inspection and cleaning of the entire aircraft fuel system
before further flight, if contamination is found; and
Replacement of the fuel nozzle with a serviceable (new
design) fuel nozzle, at the next fuel nozzle overhaul or by June 30,
2006, whichever occurs first.
Examining the AD Docket
You may examine the AD Docket (including any comments and service
information), by appointment, between 8 a.m. and 4:30 p.m., Monday
through Friday, except Federal holidays. See ADDRESSES for the
location.
Comments
We provided the public the opportunity to participate in the
development of this AD. We have considered the comments received.
Request To Add Sikorsky Model S-76A Helicopter to the Applicability
One commenter asks us to add the Sikorsky Model S-76A helicopter to
the Applicability. The commenter states that the S-76A helicopter uses
RRC model 250-C30 and 250-C30S engines. We agree. Although this AD is
applicable to the RRC model 250-C30 and 250-C30S engines, we list
airframes that might use the engines as an aid to the operators. We
added the Sikorsky model S-76A helicopters to the ``used on but not
limited to'' sentence in paragraph (c) of the final rule.
Request To Expand the Discussion Section of the Preamble
One commenter asks us to expand the background information in the
[[Page 69808]]
Discussion section regarding the recent history of fuel nozzle
contamination on the RCC Model 250 engines. The commenter feels the
change will include more details to the public regarding the actual
issues leading to the collapsed screen events and the potential risk to
their specific operations. While we agree more details in the notice of
proposed rulemaking (NPRM) could have been helpful to the public, that
section is not included in a final rule. We did not change the final
rule to add more details about the events.
Request To Change the Unsafe Condition Statement
The same commenter asks us to change the unsafe condition statement
in the Summary section of the preamble and in paragraph (d) of the
regulatory text from ``to prevent * * * engine'' to ``to minimize the
risk of * * * engine.'' The commenter wants to clarify that installing
this new fuel nozzle with the modified screen will provide additional
resistance to collapse of the screen when the screen is subjected to
contaminated conditions. However, the modification cannot prevent or
eliminate the risk of power loss when operating on aircraft with
contaminated fuel. We agree. We changed the last sentence in the
Summary section of the preamble and the last sentence in paragraph (d)
of the regulatory text in the final rule to ``to minimize the risk of *
* * engine.''
Suggestions That the AD Is Not Needed
Two commenters feel that we do not need to issue an AD to address
the unsafe condition. One commenter suggests that RRC revise the
applicable maintenance manuals to reduce the inspection interval for
the fuel nozzle screens from the current 1,500 hour interval to a 500
hour interval. The commenter feels that the aircraft involved in the
incidents might not have had maintenance performed using the
appropriate maintenance publication, were not fueled from a known good
source, or did not maintain their fuel system filters that are upstream
of the fuel nozzle. We do not agree. As we stated in the NPRM, there
are 10 instances where the affected engines experienced a power loss
from contaminated fuel and collapse of the fuel nozzle screen. We feel
that the onetime inspection is necessary to find any engines in service
that have a contaminated fuel nozzle screen and impending collapse. The
RRC Operation and Maintenance manual requires scheduled inspections at
300-hour intervals when the fuel system does not have an aircraft fuel
filter. The manual requires scheduled inspections at 1,500-hour
intervals when the fuel system has an aircraft fuel filter. If we find
the inspection intervals in the RRC manual are too long, we might
propose changing those intervals in the future. We did not change the
final rule.
Another commenter feels that we don't need to issue an AD if
operators maintain a clean fuel system, have a clean fuel supply
system, and have methods in place to make sure they only use clean
fuel. We do not agree. If there were always a clean supply of fuel,
filters, screens, and nozzles, contaminants would never block them.
Unfortunately, even with long-standing warnings by engine manufacturers
about using contaminated fuel, our recent Special Airworthiness
Information Bulletin on the matter, and all of the effort that goes
into ensuring a clean fuel supply, it is not possible to prevent
contamination entirely. Tests show the new design fuel nozzle screens
are more resistant to sudden collapse when contaminated. Fuel flow
through the new fuel nozzle screen will decrease gradually as the
screen becomes contaminated. The decreased fuel flow will give the
pilot more time to notice the problem and take action. When
contaminated, the old design of fuel nozzle screen could collapse
without warning and cause an abrupt reduction in fuel flow. We did not
change the final rule.
Request To Require Changing the Rotorcraft Flight Manuals
One commenter asks us to require changing the flight manuals, for
the rotorcraft that use the affected engines, to direct the pilot to
land the rotorcraft immediately when the fuel system goes into bypass
mode. The commenter states the flight manuals for some rotorcraft
direct operators to land immediately after entering bypass mode. Other
flight manuals allow continued flight and only require addressing the
issue before the next flight. We do not agree. This AD only addresses
engine design issues. This is not the appropriate vehicle to change the
rotorcraft flight manuals. We forwarded the suggested changes to the
responsible FAA rotorcraft certification offices.
Request To Lower the Total Costs of Compliance
One commenter asks us to lower the total Cost of Compliance from
about $12,650,000 to about $2,760,000. The commenter states that an
operator can buy the new fuel nozzle screens for about $81 each, and
install them for about an additional $276 each. We do not agree. The
new fuel nozzle screen has additional mesh material to make it more
resistant to collapse than the original screen. This design difference
may cause a difference in how fuel flows through the screen and nozzle
spray tip. The OEM has developed and uses a procedure to check the fuel
nozzle for proper operation after installing, which is why the AD is
structured as it is. At this time, the only approved method to comply
with the AD is to replace the existing nozzle assembly with an assembly
that does not have a part number listed in the AD. We based the costs
we used in our analysis on the cost of a new fuel nozzle assembly and
the cost of a fuel nozzle assembly reworked to the new configuration
during overhaul of the nozzle assembly. If an operator develops a
method of complying with the AD that is less expensive and maintains an
equivalent level of safety using FAA-approved screens, the operator may
send that method to us as a request for an alternative method of
compliance under the procedures found in 14 CFR 39.19. We did not
change the final rule.
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
There are about 15,000 RRC 250-B and 250-C series turboshaft and
turboprop engines of the affected design in the worldwide fleet. We
estimate that 10,000 engines installed on aircraft of U.S. registry
will be affected by this AD. We also estimate that it will take about 1
work hour per engine to perform the actions, and that the average labor
rate is $65 per work hour. In addition, operators can either replace
the fuel nozzle with a new one at a cost of about $2,595 or have the
existing nozzle overhauled at a cost of about $850. We estimate that
about 80% of the fuel nozzles will be overhauled and 20% will be
replaced with a new nozzle. Therefore, we estimate that the required
parts would cost, on average, about $1,200 per engine. Based on these
figures, we estimate the total cost of the AD to U.S. operators to be
$12,650,000.
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
[[Page 69809]]
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 by
sending a request to us at the address listed under ADDRESSES. Include
``AD Docket No. 2004-NE-10-AD'' in your request.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, 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 (AD):
2004-24-09 Rolls-Royce Corporation: Amendment 39-13885. Docket No.
2004-NE-10-AD.
Effective Date
(a) This airworthiness directive (AD) becomes effective January
5, 2005.
Affected ADs
(b) None.
Applicability
(c) This AD applies to Rolls-Royce Corporation (formerly Allison
Engine Company, Allison Gas Turbine Division, and Detroit Diesel
Allison) (RRC) 250-B and 250-C series turboshaft and turboprop
engines in the following Table 1:
Table 1.--250-B and 250-C Series Turboshaft and Turboprop Engines Affected
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-B15A -B15E -B15G -B17 -B17B -B17C
-B17D -B17E -B17F -B17F/1 -B17F/2 -C18
-C18A -C18B -C18C -C20 -C20B -C20C
-C20F -C20J -C20R -C20R/1 -C20R/2 -C20R/4
-C20S -C20W -C28 -C28B -C28C -C30
-C30G -C30G/2 -C30M -C30P -C30R -C30R/1
-C30R/3 -C30R/3M -C30S -C30U -C40B -C47B
-C47M
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These engines are installed on, but not limited to, Agusta
Models A109, A109A, A109AII, and A109C; Bell Helicopter Textron
Models 47, 206A, 206B, 206L, 206L-1, 206L-3, 206L-4, 407, and 430;
B-N Group Models BN-2T and BN-2T-4R; Enstrom Models TH28, 480; and
480B; Eurocopter Canada Limited Model BO 105 LS A-3; Eurocopter
France Models AS355E, AS355F, AS355I, and AS355F2; Eurocopter
Deutschland Models BO-105A, BO-105C, BO-105S, and BO-105LS A-1;
Hiller Aviation Model FH-1100; McDonnell Douglas 369D, 369E, 369F,
369H, 369HE, 369HM, 369HS, 369FF, and 500N; Schweizer TH269D; SIAI
Marchetti s.r.l. Models SF600 and SF600A; and Sikorsky S-76A
helicopters and airplanes.
Unsafe Condition
(d) This AD results from 10 reports of engine power loss with
accompanying collapse of the screen in the fuel nozzle, due to fuel
contamination. We are issuing this AD to minimize the risk of sudden
loss of engine power and uncommanded shutdown of the engine due to
fuel contamination and collapse of the screen in the fuel nozzle.
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.
(f) Perform a onetime inspection of the fuel nozzle screen for
contamination, within 150 operating hours after the effective date
of this AD.
(g) Inspect and clean the entire aircraft fuel system before
further flight if there is any contamination on the screen.
(h) Remove from service fuel nozzles, part numbers (P/Ns)
6890917, 6899001, and 6852020, and replace with a serviceable fuel
nozzle, at the next fuel nozzle overhaul after the effective date of
this AD, or by June 30, 2006, whichever occurs first.
Definition
(i) For the purposes of this AD, a serviceable fuel nozzle is
defined as a nozzle that has a P/N not specified in, or addressed
by, this AD.
Alternative Methods of Compliance
(j) The Manager, Chicago 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.
Related Information
(k) Information related to the subject of this AD can be found
in Rolls-Royce Corporation Alert Commercial Engine Bulletin, with
the identification numbers of CEB-A-313, CEB-A-1394, CEB-A-73-2075,
CEB--A-73-3118, CEB-A-73-4056, CEB-A-73-5029, CEB-A-73-6041, TP CEB-
A-183, TP CEB-A-1336, and TP CEB-A-73-2032, dated September 4, 2003.
Material Incorporated by Reference
(l) None.
Issued in Burlington, Massachusetts, on November 22, 2004.
Francis A. Favara,
Acting Manager, Engine and Propeller Directorate, Aircraft
Certification Service.
[FR Doc. 04-26424 Filed 11-30-04; 8:45 am]
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