AD 2015-19-07

This AD is effective November 3, 2015.

The Director of the Federal Register approved the incorporation by reference of certain publications listed in this AD as of November 3, 2015.

For service information identified in this AD, contact Lycoming Engines, 652 Oliver Street, Williamsport, PA 17701; phone: 800-258-3279; fax: 570-327-7101; Internet: www.lycoming.com/Lycoming/SUPPORT/TechnicalPublications/ServiceBulletins.aspx. 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. It is also available on the Internet at http://www.regulations.gov by searching for and locating Docket No. FAA-2007-0218.

Norm Perenson, Aerospace Engineer, New York Aircraft Certification Office, FAA, Engine & Propeller Directorate, 1600 Stewart Avenue, Suite 410, Westbury, NY 11590; phone: 516-228-7337; fax: 516-794-5531; email: norman.perenson@faa.gov.

We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR part 39 to supersede AD 2011-26-04, Amendment 39-16894 (76 FR 79051, December 21, 2011), (“AD 2011-26-04”). AD 2011-26-04 applied to certain fuel injected reciprocating engines manufactured by Lycoming Engines. The NPRM published in the Federal Register on November 25, 2013 (78 FR 70240). The NPRM was prompted by revised service information that added engine models to the applicability. The NPRM proposed to expand the scope by adding the IO-540-C1C5 and IO-540-D4B5 engine models and requiring inspection, replacement if necessary, and proper clamping of externally mounted fuel injector fuel lines. We are issuing this AD to prevent failure of the fuel injector fuel lines, which could lead to uncontrolled engine fire, engine damage, and damage to the airplane.

We reviewed Lycoming Engines Mandatory Service Bulletin (MSB) No. 342G, dated July 16, 2013; Supplement No. 1 to MSB No. 342G, dated August 29, 2013; and Supplement No. 2 to MSB No. 342G, dated January 23, 2014. The service information describes procedures for fuel line and support clamp inspection and installation. This service information is reasonably available because the interested parties have access to it through their normal course of business or by the means identified in the ADDRESSES section of this AD.

We gave the public the opportunity to participate in developing this AD. The following presents the comments received on the proposal and the FAA's response to each comment.

Aerotech Publications and an individual commenter requested that the Lycoming LIO-360-M1A be added to the AD. The justification given was that the type certificate data sheet, 1E10, shows the LIO-360-M1A to be identical to the IO-360-M1A except with counter rotation. Additionally, unless specific engine models are listed in the AD, exempting those engines with maintenance manuals would prevent the maintenance technician from knowing which engines are exempt.

We disagree. The engine certification basis determines if an engine model's mandatory maintenance will be managed by a dedicated engine maintenance manual (EMM) with an airworthiness limitations section (ALS) or by manufacturer's service bulletins (SBs). Engines certified to 14 CFR 33, as was LIO-360-M1A, have a dedicated EMM with an ALS that includes the fuel tube inspection in Section 05-00-00. We did not change this AD.

Lycoming Engines requested that Lycoming SB 342G, Supplement No. 2, dated January 23, 2014 be added to this AD. Lycoming said that SB 342G, Supplement No. 2 removes the eight inch spacing dimension between clamps and corrects Diagram No. 30 for the IO-540-M1C5 engine model.

We agree. We changed this AD to include Lycoming SB 342G, Supplement No. 2.

Central Airlines requested that AMOCs previously approved in AD 2008-14-07 and AD 2011-26-04 be allowed for use in this AD.

We agree. We changed the AMOC paragraph in this AD by adding: “AMOCs previously approved for AD 2008-14-07, Amendment 39-15602 (73 FR 39574, July 10, 2008) (“AD 2008-14-07”) and AD 2011-26-04, Amendment 39-16894 (76 FR 79051, December 21, 2011) (“AD 2011-26-04”) are approved as AMOCs to the corresponding requirements in paragraph (e) of this AD.”

An anonymous commenter requested that Continental and Jacobs R-755 engines, be added to the applicability of this AD. There was no justification provided for the request to add Continental engine(s). The commenter said that the Jacobs R-755 engine uses the same fuel units and Lycoming fuel injector tubes.

We disagree. We have received no data to indicate that any other engines, including Continental engines, have the same problem as the Lycoming engines. We also do not agree with adding the Jacbos R-755 engine to the applicability because the unsafe condition for this AD concerns missing or improperly clamped fuel injector fuel lines. We have received no reports of problems with fuel injector fuel lines for the R-755; therefore, the R-755 engine does not need to be included in this AD. We did not change this AD.

Since we issued the NPRM (78 FR 70240, November 25, 2013) (“the NPRM”), we determined that a discussion of a change to the engine model applicability was omitted from the NPRM. Engine model LIO-360-M1A was removed from the Applicability paragraph in this AD because the fuel tube inspections are documented in the ALS for this engine model.

We also determined that the NPRM incorrectly stated that the proposed AD action would add three engine models to the applicability list of the affected engines. The NPRM added two engine models, the IO-540-C1C5 and IO-540-D4B5, to applicability list of affected engines.

Since we issued the NPRM, we determined that the Costs of Compliance paragraph was incorrect. We changed the Costs of Compliance paragraph in this AD to correct that error.

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. We have determined that these changes:

• Αre 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.

We estimate that this AD will affect about 37,270 engines installed on airplanes of U.S. registry. We also estimate that it will require 1 hour to inspect 19,081 four cylinder engines, 1.5 hours to inspect 18,000 six cylinder engines, and 2 hours to inspect 189 eight cylinder engines. The average labor rate is $85 per hour. Based on these figures, we estimate the cost of this AD on U.S. operators to be $3,949,015.

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.

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.

Accordingly, under the authority delegated to me by the Administrator, the FAA amends 14 CFR part 39 as follows:

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

2. The FAA amends § 39.13 by:

a. Removing airworthiness directive (AD) 2011-26-04 (76 FR 79051, December 21, 2011) (“AD 2011-26-04”); and

b. Adding the following new AD: