Proposed Rule2022-16139
Airworthiness Directives; Various Airplanes, Helicopters, and Engines
Primary source
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Published
July 27, 2022
Issuing agencies
Transportation DepartmentFederal Aviation Administration
Abstract
The FAA proposes to adopt a new airworthiness directive (AD) for turbocharged, reciprocating engine-powered airplanes and helicopters and turbocharged, reciprocating engines with a certain v- band coupling installed. This proposed AD was prompted by multiple failures of spot-welded, multi-segment v-band couplings at the tailpipe to the turbocharger exhaust housing flange (also referred to as "spot- welded, multi-segment exhaust tailpipe v-band coupling"). This proposed AD would establish a life limit for the spot-welded, multi- segment exhaust tailpipe v-band coupling and require repetitively inspecting the spot-welded, multi-segment exhaust tailpipe v-band coupling. The FAA is proposing this AD to address the unsafe condition on these products.
Full Text
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<title>Federal Register, Volume 87 Issue 143 (Wednesday, July 27, 2022)</title>
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[Federal Register Volume 87, Number 143 (Wednesday, July 27, 2022)]
[Proposed Rules]
[Pages 45036-45046]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 2022-16139]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2022-0891; Project Identifier AD-2022-00585-A,E,R]
RIN 2120-AA64
Airworthiness Directives; Various Airplanes, Helicopters, and
Engines
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
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SUMMARY: The FAA proposes to adopt a new airworthiness directive (AD)
for turbocharged, reciprocating engine-powered airplanes and
helicopters and turbocharged, reciprocating engines with a certain v-
band coupling installed. This proposed AD was prompted by multiple
failures of spot-welded, multi-segment v-band couplings at the tailpipe
to the turbocharger exhaust housing flange (also referred to as ``spot-
welded, multi-segment exhaust tailpipe v-band coupling''). This
proposed AD would establish a life limit for the spot-welded, multi-
segment exhaust tailpipe v-band coupling and require repetitively
inspecting the spot-welded, multi-segment exhaust tailpipe v-band
coupling. The FAA is proposing this AD to address the unsafe condition
on these products.
DATES: The FAA must receive comments on this proposed AD by November 4,
2022.
ADDRESSES: You may send comments, using the procedures found in 14 CFR
11.43 and 11.45, by any of the following methods:
<bullet> Federal eRulemaking Portal: Go to <a href="http://www.regulations.gov">www.regulations.gov</a>.
Follow the instructions for submitting comments.
<bullet> Fax: (202) 493-2251.
<bullet> Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE, Washington, DC 20590.
<bullet> Hand Delivery: Deliver to Mail address above between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
Examining the AD Docket
You may examine the AD docket at <a href="http://www.regulations.gov">www.regulations.gov</a> by searching
for and locating Docket No. FAA-2022-0891; or in person at Docket
Operations between 9 a.m. and 5 p.m., Monday through Friday, except
Federal holidays. The AD docket contains this NPRM, any comments
received, and other information. The street address for Docket
Operations is listed above.
FOR FURTHER INFORMATION CONTACT: Thomas Teplik, Aviation Safety
Engineer, Wichita ACO Branch, FAA, 1801 S. Airport Road, Wichita, KS
67209; phone: (316) 946-4196; email: <a href="/cdn-cgi/l/email-protection#9ce8f4f3f1fdefb2e8f9ecf0f5f7dcfafdfdb2fbf3ea"><span class="__cf_email__" data-cfemail="dbafb3b4b6baa8f5afbeabb7b2b09bbdbabaf5bcb4ad">[email protected]</span></a> or <a href="/cdn-cgi/l/email-protection#75221c161d1c011458363a26351314145b121a03"><span class="__cf_email__" data-cfemail="16417f757e7f62773b5559455670777738717960">[email protected]</span></a>.
SUPPLEMENTARY INFORMATION:
Comments Invited
The FAA invites you to send any written relevant data, views, or
arguments about this proposal. Send your comments to an address listed
under ADDRESSES. Include ``Docket No. FAA-2022-0891; Project Identifier
AD-2022-00585-A,E,R'' at the beginning of your comments. The most
helpful comments reference a specific portion of the proposal, explain
the reason for any recommended change, and include supporting data. The
FAA will consider all comments received by the closing date and may
amend this proposal because of those comments.
Except for Confidential Business Information (CBI) as described in
the following paragraph, and other information as described in 14 CFR
11.35, the FAA will post all comments received, without change, to
<a href="http://www.regulations.gov">www.regulations.gov</a>, including any personal information you provide.
The agency will also post a report summarizing each substantive verbal
contact received about this NPRM.
[[Page 45037]]
Confidential Business Information
CBI is commercial or financial information that is both customarily
and actually treated as private by its owner. Under the Freedom of
Information Act (FOIA) (5 U.S.C. 552), CBI is exempt from public
disclosure. If your comments responsive to this NPRM contain commercial
or financial information that is customarily treated as private, that
you actually treat as private, and that is relevant or responsive to
this NPRM, it is important that you clearly designate the submitted
comments as CBI. Please mark each page of your submission containing
CBI as ``PROPIN.'' The FAA will treat such marked submissions as
confidential under the FOIA, and they will not be placed in the public
docket of this NPRM. Submissions containing CBI should be sent Thomas
Teplik, Aviation Safety Engineer, Wichita ACO Branch, FAA, 1801 S.
Airport Road, Wichita, KS 67209. Any commentary that the FAA receives
which is not specifically designated as CBI will be placed in the
public docket for this rulemaking.
Background
Since the mid-1970s, failures of v-band couplings that attach the
exhaust tailpipe to the turbocharger exhaust outlet have resulted in a
significant number of incidents and accidents (fatal and non-fatal) on
both airplanes and helicopters. Since 1974, National Transportation
Safety Board (NTSB) accident and incident investigations have led to
the issuance of 7 NTSB Safety Recommendations concerning exhaust
systems and/or exhaust v-band couplings; 20 FAA ADs to address the
unsafe condition with exhaust systems and/or exhaust v-band couplings;
and 10 FAA Special Airworthiness Information Bulletins (SAIBs).
Industry has also taken action to raise awareness of the concerns
associated with v-band coupling failures.
NTSB Safety Recommendations Affecting V-Band Couplings
------------------------------------------------------------------------
NTSB Safety recommendation Description Make/model
------------------------------------------------------------------------
A-90-166...................... Exhaust system... Piper PA-32RT-300T,
PA-32R-301T.
A-90-165...................... Exhaust system... Piper PA-32RT-300T,
PA-32R-301T.
A-90-164...................... Exhaust system... Piper PA-32RT-300T,
PA-32R-301T.
A-88-151...................... Exhaust system... Piper PA-32RT-300T.
A-88-150...................... Exhaust system... Piper PA-32RT-300T.
A-88-147...................... Exhaust system... Piper PA-32RT-300T.
A-74-099...................... V-band engine Textron (Cessna)
exhaust clamp turbocharged 300/400
failures. series.
------------------------------------------------------------------------
You may examine these NTSB Safety Recommendations in the AD docket
at <a href="http://www.regulations.gov">www.regulations.gov</a> by searching for and locating Docket No. FAA-
2022-0891.
ADs on V-Band Couplings
------------------------------------------------------------------------
AD Make/model
------------------------------------------------------------------------
AD 2018-06-11, Amendment 39- Textron Aviation Inc. Model A36TC and
19231 (83 FR 13383, March B36TC airplanes, all serial numbers,
29, 2018). equipped with a turbocharged engine;
Textron Aviation Inc. Model S35, V35,
V35A, and V35B airplanes, all serial
numbers, equipped with the Continental
TSIO-520-D engine with AiResearch
turbocharger during manufacture; and
Textron Aviation Inc. Model S35, V35,
V35A, and V35B airplanes, all serial
numbers, equipped with StandardAero
Supplemental Type Certificate (STC)
SA1035WE.
AD 2014-23-03, Amendment 39- Piper Aircraft, Inc. Model PA-31P
18019 (79 FR 67340, November airplanes, serial numbers 31P-1 through
13, 2014). 31P-80 and 31P-7300110 through 31P-
7730012.
AD 2013-10-04, Amendment 39- Piper Aircraft, Inc. Model PA-31, PA-31-
17457 (78 FR 35110, June 12, 325, and PA-31-350 airplanes, all serial
2013; corrected September 5, numbers.
2013, 78 FR 54561).
AD 2010-13-07, Amendment 39- Piper Aircraft, Inc. Model PA-32R-301T
16338 (75 FR 35619, June 23, airplanes, serial numbers 3257001
2010; corrected July 26, through 3257311; and Model PA-46-350P
2010, 75 FR 43397). airplanes, serial numbers 4622001
through 4622200 and 4636001 through
4636341.
AD 2004-23-17, Amendment 39- Mooney Airplane Company Inc. (currently
13872 (69 FR 67809, November Mooney International Corporation) Model
22, 2004). M20M airplanes, serial numbers 27-0001
through 27-0321.
AD 2001-08-08, Amendment 39- Raytheon Aircraft Company (previously The
12185 (66 FR 20192, April Beech Aircraft Corporation; currently
20, 2001). Textron Aviation Inc.) Model 35-C33A,
E33A, E33C, F33A, F33C, S35, V35, V35A,
V35B, 36, and A36 airplanes, all serial
numbers, with Tornado Alley Turbo, Inc.
STC SA5223NM and STC SE5222NM
incorporated and with a Teledyne
Continental engine equipped with a
turbonormalizing system.
AD 2000-11-04, Amendment 39- Commander Aircraft Company Model 114TC
11752 (65 FR 34941, June 1, airplanes, serial numbers 20001 through
2000). 20027.
AD 2000-01-16, Amendment 39- Cessna Aircraft Company (currently
11514 (65 FR 2844, January Textron Aviation Inc.) Model T310P,
19, 2000). T310Q, T310R, 320, 320A, 320B, 320C,
320D, 320E, 320F, 320-1, 335, 340, 340A,
321 (Navy OE-2), 401, 401A, 401B, 402,
402A, 402B, 402C, 404, 411, 411A, 414,
414A, 421, 421A, 421B, and 421C
airplanes, all serial numbers.
AD 91-21-01 R1, Amendment 39- Textron Lycoming Model TIO-540-S1AD
9470 (61 FR 29003, June 7, reciprocating engines installed on, but
1996; corrected September 6, not limited to, Piper Aircraft, Inc. PA-
1996, 61 FR 47051). 32 series airplanes.
AD 81-23-03 R2, Amendment 39- Cessna (currently Textron Aviation Inc.)
4491 (47 FR 51101, November Model P210N airplanes, serial numbers
12, 1982). P21000001 through P21000811
------------------------------------------------------------------------
[[Page 45038]]
These ADs require v-band coupling replacements (life limit) and/or
repetitive inspections, or changing the type design of the v-band
coupling. This proposed AD would not apply to airplanes that have
complied with one of these ADs. You may examine these ADs in the AD
docket at <a href="http://www.regulations.gov">www.regulations.gov</a> by searching for and locating Docket No.
FAA-2022-0891.
SAIBs on V-Band Couplings
------------------------------------------------------------------------
SAIB Subject
------------------------------------------------------------------------
CE-18-21.......................... Exhaust Turbochargers; Announce the
availability of the ``Best
Practices Guide for Maintaining
Exhaust System Turbocharger to
Tailpipe V-band Couplings/Clamps''.
CE-18-07.......................... Exhaust Turbocharger; V-band
Couplings Used in Engine Exhaust
Systems on Turbocharged
Reciprocating Engine Powered
Aircraft.
CE-13-45.......................... Engine Exhaust; Tailpipe V-band
Couplings [for turbocharged,
reciprocating engine-powered
airplanes].
CE-13-07R1........................ Engine Exhaust; Tailpipe V-band
Couplings [for Cessna Aircraft
Company (currently Textron Aviation
Inc.) Model T206H airplanes].
CE-13-07.......................... Engine Exhaust; Tailpipe V-band
Couplings [for Cessna Aircraft
Company (currently Textron Aviation
Inc.) Model T206H airplanes].
CE-10-33R1........................ Engine Exhaust [for reciprocating
engine-powered airplanes].
CE-10-33.......................... Engine Exhaust [for reciprocating
engine-powered airplanes].
CE-09-11.......................... Turbocharged Engines [for
turbocharged engine-powered
airplanes].
CE-05-13.......................... Alternative method of compliance
(AMOC) to AD 91-03-15, Amendment 39-
6870 (56 FR 3025, January 28, 1991)
for Mooney Aircraft Corporation
Model M20M airplanes.
CE-04-22.......................... Exhaust System Components for
reciprocating engine-powered
airplanes.
CE-03-46.......................... Mooney Model M20M airplanes with
turbocharged engines using v-band
clamps
------------------------------------------------------------------------
You may examine these SAIBs in the AD docket at <a href="http://www.regulations.gov">www.regulations.gov</a>
by searching for and locating Docket No. FAA-2022-0891.
In spite of these efforts, failures continue to occur and the
number of significant safety events continues to increase. As a result,
the General Aviation Joint Steering Committee (GA-JSC), which is
comprised of both the FAA and industry, developed a working group to
study v-band coupling failures associated with turbocharged
reciprocating engine-powered aircraft and develop recommended
corrective actions. This v-band coupling working group was comprised of
aviation industry manufacturers, type/user groups, and government
entities. The working group was tasked to examine the turbocharger to
tailpipe interface and develop recommendations to enhance the safety of
the fleet.
The working group recommended mandatory corrective actions that are
tailored to each specific coupling type (spot-welded, riveted, or
single piece), thereby minimizing the impact to owner/operators. The
working group recommended a mandatory coupling replacement time (life
limit) and annual inspection. The working group also recommended non-
mandatory actions to aid and educate maintenance personnel in
appropriate v-band coupling removal, installation, and inspection
practices. Finally, the working group recommended actions for new
designs, which incorporate lessons learned from review of the in-
service fleet. For new designs incorporating a V-band coupling
immediately downstream of the turbocharger exhaust discharge, the
working group recommended that a replacement interval (500 hours for
spot-welded and 2,000 hours for riveted and single-piece) be
incorporated in the Airworthiness Limitations sections of the
maintenance manual.
In January 2018, the working group published a final report titled
``Exhaust System Turbocharger to Tailpipe V-band Coupling/Clamp Working
Group Final Report'' (final report). Appendix B of the final report
contains the Best Practices Guide. The final report may be found in the
AD docket at <a href="http://www.regulations.gov">www.regulations.gov</a> by searching for and locating Docket
No. FAA-2022-0891.
The final report concluded that the common denominator in the
incidents and accidents reviewed is the spot-welded, multi-segment
exhaust tailpipe v-band coupling (see Figure A). These couplings come
in either two or three segment varieties. The segments are the number
of v-retainer segments, which are attached to the outer band via spot
welds. Although multi-segment exhaust tailpipe couplings can also be
riveted, the riveted couplings do not create an unsafe condition.
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[GRAPHIC] [TIFF OMITTED] TP27JY22.001
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The majority of the events studied by the working group indicated
fatigue failure of spot-welded, multi-segment exhaust tailpipe v-band
couplings as a result of stress corrosion cracking that originated at
or near a spot weld. This is the same unsafe condition identified in
the other v-band coupling AD actions previously referenced. The data
studied by the working group contained evidence of pre-existing
cracking of the couplings, known embrittlement at the spot weld
locations simply due to that manufacturing method, and outer band
cupping on the multi-segment couplings (which is the result of age,
over-use, and potential over-torqueing). The working group also found
that many of the couplings had safety wire across the bolt end. The
safety wire could be helpful if there was a bolt or nut failure
(extremely rare events) or the nut was missing. However, the safety
wire was of no value when the failure was transverse band cracking and
total separation at the spot weld. The data studied by the working
group indicated many accidents were due to v-band couplings that were
of the multi-segment, spot-welded design, when used in a specific
location (the tailpipe to the turbocharger exhaust housing flange on
turbocharged reciprocating engine-powered aircraft).
After the working group published the final report, the FAA issued
SAIB CE-18-21, dated July 13, 2018. This SAIB announced the
availability of the Best Practices Guide from the final report and
recommended the public apply the best practices in the maintenance of
turbocharged reciprocating engine powered aircraft. The FAA also
assessed the recommendations contained in the final report and
determined an unsafe condition exists in turbocharged reciprocating
engine-powered aircraft with a spot-welded, multi-segment v-band
coupling installed. Because these v-band couplings are widely used by
many design approval holders on various models (engines and aircraft),
several Aircraft Certification Office Branches were involved in the
decision to propose a single AD. The FAA also determined that the
corrective actions recommended in the final report were appropriate to
address this unsafe condition.
This condition, if not addressed, could lead to failure of the
spot-welded, multi-segment exhaust tailpipe v-band coupling, leading to
detachment of the exhaust tailpipe from the turbocharger and allowing
high-temperature exhaust gases to enter the engine compartment. This
could result in smoke in the cockpit, in-flight fire, and loss of
control of the aircraft.
FAA's Determination
The FAA is issuing this NPRM after determining that the unsafe
condition described previously is likely to exist or develop on other
products of the same type design.
[[Page 45040]]
Proposed AD Requirements in This NPRM
This proposed AD would apply to all reciprocating turbocharged
airplanes, helicopters, and reciprocating engines that have a spot-
welded, multi-segment v-band coupling installed at the tailpipe to the
turbocharger exhaust housing flange. The proposed AD would apply
regardless of whether the turbocharger is installed as part of the type
certificate or under an STC, parts manufacture approval, or field
approval. The proposed AD would not apply to airplanes that have
complied with certain ADs listed in paragraph (d) of the proposed AD.
This proposed AD would require the following actions:
<bullet> Repetitively inspecting the spot-welded, multi-segment
exhaust tailpipe v-band couplings annually, regardless of the hours
time-in-service (TIS) accumulated on the v-band coupling; and
<bullet> Establishing a life limit for the spot-welded, multi-
segment exhaust tailpipe v-band couplings by removing them from service
every 500 hours TIS.
As an alternative for the first time the spot-welded, multi-segment
exhaust tailpipe v-band coupling must be removed from service due to
the 500 hour life limit, this proposed AD would allow doing the
repetitive inspections every 6 months or 100 hours TIS, whichever
occurs first, for a period of 2 years, as long as the v-band coupling
continues to pass all of the inspections.
Replacing a spot-welded, multi-segment exhaust tailpipe v-band
coupling with a v-band of a different part number or type (riveted or
single piece) would not be permitted, unless previously FAA-approved as
part of the aircraft or engine type certificate, an STC, or an AMOC.
Costs of Compliance
The FAA estimates that this AD, if adopted as proposed, could
affect up to 41,058 airplanes, helicopters, and engines (products of
U.S. registry). The FAA has no way of determining the number of these
products that could have an affected spot-welded, multi-segment v-band
coupling installed. The FAA's estimated cost on U.S. operators reflects
the maximum possible cost based on the 41,058 products of U.S.
registry. Based on this, the FAA estimates the following costs to
comply with this proposed AD:
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Cost per Number of U.S. Cost on U.S.
Action Labor cost Parts cost product products operators
----------------------------------------------------------------------------------------------------------------
Aircraft records review...... 0.5 work hour x N/A $42.50......... 41,058 $1,744,965.
$85 = $42.50.
Removal of the coupling from 2 work-hours x $400 $570........... 31,248 $17,811,360.
service and replacement $85 per hour =
(single-engine aircraft). $170.
Removal of the couplings from 4 work-hours x 800 $1,140......... 9,810 $11,183,400.
service and replacement $85 per hour =
(twin-engine aircraft). $340.
Inspection of the coupling 0.5 work-hour x N/A $42.50 per 31,248 $1,328,040 per
without removal (single- $85 per hour = inspection inspection
engine aircraft). $42.50. cycle. cycle.
Inspection of the couplings 1 work-hour x N/A $85 per 9,810 $833,850 per
without removal (twin-engine $85 per hour = inspection inspection
aircraft). $85. cycle. cycle.
----------------------------------------------------------------------------------------------------------------
On Condition Costs
----------------------------------------------------------------------------------------------------------------
Cost per
Action Labor cost Parts cost product
----------------------------------------------------------------------------------------------------------------
Inspection of the coupling, including 1.5 work-hours x $85 per N/A.......................... $127.50
removal and reinstallation (single- hour = $127.50.
engine aircraft).
Inspection of the couplings, including 3 work-hours x $85 per N/A.......................... 255
removal and reinstallation (twin- hour = $255.
engine aircraft).
----------------------------------------------------------------------------------------------------------------
This proposed AD would provide operators the option of performing
an inspection with the coupling removed from the aircraft instead of an
inspection of the coupling without removing it from the aircraft. In
some cases, an inspection with the coupling removed may be required.
A coupling may need to be removed from service before it reaches
its 500-hour TIS life limit if it does not meet all of the inspection
criteria at each inspection. The FAA has no way of determining the
number of products that may need to remove the coupling from service
before reaching its 500-hour TIS life limit.
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.
The FAA is 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
The FAA determined that this proposed AD would not have federalism
implications under Executive Order 13132. This proposed AD would 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
[[Page 45041]]
responsibilities among the various levels of government.
For the reasons discussed above, I certify this proposed
regulation:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866,
(2) Would not affect intrastate aviation in Alaska, and
(3) Would 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.
The Proposed Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA proposes to amend 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
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]
2. The FAA amends Sec. 39.13 by adding the following new
airworthiness directive:
Various Airplanes, Helicopters, and Engines: Docket No. FAA-2022-
0891; Project Identifier AD-2022-00585-A,E,R.
(a) Comments Due Date
The FAA must receive comments on this airworthiness directive
(AD) by November 4, 2022.
(b) Affected ADs
None.
(c) Definitions
(1) For purposes of this AD, a ``v-band coupling'' means a spot-
welded, multi-segment v-band coupling installed at the tailpipe to
turbocharger exhaust housing flange.
(2) For purposes of this AD, ``new'' means zero hours time-in-
service (TIS).
(d) Applicability
This AD applies to all turbocharged, reciprocating engine-
powered airplanes and helicopters and turbocharged, reciprocating
engines, certificated in any category, with a spot-welded, multi-
segment v-band coupling installed at the tailpipe to turbocharger
exhaust housing flange, except for airplanes that are in compliance
with an AD listed in paragraphs (d)(1) through (10) of this AD.
These v-band couplings are installed on, but not limited to, the
products listed in Table 1 to paragraph (d) of this AD.
(1) AD 2018-06-11, Amendment 39-19231 (83 FR 13383, March 29,
2018).
(2) AD 2014-23-03, Amendment 39-18019 (79 FR 67340, November 13,
2014).
(3) AD 2013-10-04, Amendment 39-17457 (78 FR 35110, June 12,
2013; corrected September 5, 2013, 78 FR 54561).
(4) AD 2010-13-07, Amendment 39-16338 (75 FR 35619, June 23,
2010; corrected July 26, 2010, 75 FR 43397).
(5) AD 2004-23-17, Amendment 39-13872 (69 FR 67809, November 22,
2004).
(6) AD 2001-08-08, Amendment 39-12185 (66 FR 20192, April 20,
2001).
(7) AD 2000-11-04, Amendment 39-11752 (65 FR 34941, June 1,
2000).
(8) AD 2000-01-16, Amendment 39-11514 (65 FR 2844, January 19,
2000).
(9) AD 91-21-01 R1, Amendment 39-9470 (61 FR 29003, June 7,
1996; corrected September 6, 1996, 61 FR 47051).
(10) AD 81-23-03 R2, Amendment 39-4491 (47 FR 51101, November
12, 1982).
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(e) Subject
Joint Aircraft System Component (JASC) Code 8100, Exhaust
Turbine System (Recip).
(f) Unsafe Condition
This AD was prompted by multiple failures of spot-welded, multi-
segment v-band couplings installed at the tailpipe to turbocharger
exhaust housing flange. The FAA is issuing this AD to prevent
failure of the spot-welded, multi-segment exhaust tailpipe v-band
coupling. The unsafe condition, if not addressed, could lead to
detachment of the exhaust tailpipe from the turbocharger and allow
high-temperature exhaust gases to enter the engine compartment. This
could result in smoke in the cockpit, in-flight fire, and loss of
control of the aircraft.
(g) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(h) Review of the Maintenance Records
Within 50 hours TIS after the effective date of this AD, review
the aircraft maintenance records to determine the number of hours
TIS accumulated on each v-band coupling.
(i) V-Band Coupling Life Limit
(1) Within the compliance times specified in paragraph (i)(1)(i)
or (ii) or (i)(2) of this AD, remove the v-band coupling from
service and install a new v-band coupling. Apply correct torque as
necessary to the v-band coupling nut.
(i) If the v-band coupling has accumulated less than 500 hours
TIS: Initially remove the v-band coupling from service before it
accumulates 500 hours TIS or within 50 hours TIS after the effective
date of this AD, whichever occurs later. Thereafter, remove the v-
band coupling from service before it accumulates 500 hours TIS.
(ii) If the v-band coupling has accumulated 500 or more hours
TIS or if the hours TIS of the v-band coupling cannot be determined:
Initially remove the v-band coupling from service within 50 hours
TIS after the effective date of this AD. Thereafter, remove the v-
band coupling from service before it accumulates 500 hours TIS.
(2) As an alternative to initially removing the v-band coupling
from service as required by paragraph (i)(1) of this AD, you may
perform the inspections required by paragraphs (j)(1) through (7) or
(k) of this AD. Do the initial inspections at the time the v-band
coupling would have been removed from service and thereafter at
intervals not to exceed 6 months or 100 hours TIS, whichever occurs
first, for a period not to exceed 2 years after the effective date
of this AD. If the v-band coupling fails to meet any inspection
criteria in paragraphs (j)(1) through (7) or (k) of this AD, it must
be removed from service before further flight.
Note 1 to paragraph (i): Instructions for installing a v-band
coupling can be found in Appendix B: Best Practices Guide, paragraph
3.1, of the ``Exhaust System Turbocharger to Tailpipe V-band
Coupling/Clamp Working Group Final Report,'' dated January 2018.
(j) Inspections Without Removal of the V-Band Coupling
At the next annual inspection after the effective date of this
AD or within the next 12 months after the effective date of this AD,
whichever occurs first, and repetitively thereafter at intervals not
to exceed 12 months, visually inspect the v-band coupling as
required by paragraphs (j)(1) through (7) of this AD. Removing the
v-band coupling from service and installing a new v-band coupling
does not terminate the requirement to do these repetitive
inspections.
(1) Inspect the v-band coupling and area around the v-band
coupling for exhaust stains, sooting, and discoloration. If any of
those conditions are found, remove the coupling and, instead of the
inspections in paragraphs (j)(2) through (7) of this AD, do the
inspections in paragraph (k) of this AD.
(2) Inspect the v-band coupling outer band for cracks, paying
particular attention to the spot weld areas. If there is a crack,
before further flight, remove the v-band coupling from service and
install a new v-band coupling.
(3) Inspect the v-band coupling for looseness and for separation
of the outer band from the v-retainer segments at all spot welds. If
there is any looseness or separation of the outer band from any
retainer segment, before further flight, remove the v-band coupling
from service and install a new v-band coupling.
(4) Inspect the v-band coupling outer band for cupping, bowing,
and crowning as depicted in figure 1 to paragraph (k)(1)(iii) of
this AD. If there is any cupping, bowing, or crowning, before
further flight, remove the coupling and, instead of the inspections
in paragraphs (j)(5) through (7) of this AD, do the inspections in
paragraph (k) of this AD.
(5) Inspect the area of the v-band coupling, including the outer
band, opposite the t-bolt for damage and distortion. If there is any
damage or distortion, before further flight, remove the v-band
coupling from service and install a new v-band coupling.
(6) Using a mirror, inspect the v-band coupling to determine
whether there is a space between the two v-retainer coupling
segments next to the t-bolt. If there is no space between the two v-
retainer coupling segments next to the t-bolt, before further
[[Page 45046]]
flight, remove the v-band coupling from service and install a new v-
band coupling.
(7) Determine whether the v-band coupling nut is properly
torqued and apply correct torque as necessary.
(k) Inspections With the Spot-Welded, Multi-Segment Exhaust Tailpipe V-
Band Coupling Removed
(1) Remove the v-band coupling and do the inspections in
paragraphs (k)(1) and (2) of this AD if required by paragraph (j)(1)
or (4) of this AD or as an alternative to the inspections required
by paragraph (j) of this AD. Removing the v-band coupling from
service and installing a new v-band coupling does not terminate the
requirement to repeat the inspections in paragraph (j) or (k) of
this AD.
(i) Using crocus cloth and mineral spirits or Stoddard solvent,
clean the outer band of the v-band coupling. Pay particular
attention to the spot weld areas on the v-band coupling. If there is
corrosion that cannot be removed by cleaning or if there is pitting,
before further flight, remove the v-band coupling from service and
install a new v-band coupling.
(ii) Using a 10X magnifying glass, visually inspect the outer
band for cracks, paying particular attention to the spot weld areas.
If there is a crack, before further flight, remove the v-band
coupling from service and install a new v-band coupling.
(iii) Visually inspect the flatness of the outer band using a
straight edge. Lay the straight edge across the width of the outer
band as depicted in figure 1 to paragraph (k)(1)(iii) of this AD. If
the gap between the outer band and the straight edge exceeds 0.062
inch, before further flight, remove the v-band coupling from service
and install a new v-band coupling.
[GRAPHIC] [TIFF OMITTED] TP27JY22.006
(iv) With the t-bolt in the 12 o'clock position, visually
inspect the attachment of the outer band to the v-retainer coupling
segments for gaps between the outer band and the v-retainer coupling
segments from the 1 o'clock through 11 o'clock positions. If there
are any gaps between the outer band and the v-retainer coupling
segments, before further flight, remove the v-band coupling from
service and install a new v-band coupling.
Note 2 to paragraph (k)(1)(iv): You may use backlighting to see
gaps.
(v) Visually inspect the bend radii of the v-retainer coupling
segments, throughout the length of the segment, as depicted in
figure 1 to paragraph (k)(1)(iii) of this AD, for cracks. If there
are any cracks, before further flight, remove the v-band coupling
from service and install a new v-band coupling.
(vi) Visually inspect the outer band opposite the t-bolt for
damage (distortion, creases, bulging, or cracks) caused by excessive
spreading of the coupling during installation or removal. If there
is any damage, before further flight, remove the v-band coupling
from service and install a new v-band coupling.
(2) If the v-band coupling passes all of the inspections in
paragraphs (k)(1)(i) through (vi) of this AD, it may be re-
installed.
(i) Apply correct torque as necessary to the v-band coupling
nut.
(ii) Inspect the v-band coupling to determine whether there is
space between the two v-retainer coupling segments next to the t-
bolt. If there is no space between the two v-retainer coupling
segments next to the t-bolt, before further flight, remove the v-
band coupling from service and install a new v-band coupling.
(l) Installation Prohibitions
(1) From the effective date of this AD until two years after the
effective date of this AD, do not install a v-band coupling that has
accumulated more than zero hours TIS on any turbocharged airplane,
helicopter, or engine, unless it has passed all inspections required
by paragraph (j) or (k) of this AD.
(2) As of two years after the effective date of this AD, do not
install a v-band coupling that has accumulated more than zero and
less than 500 hours TIS on any turbocharged airplane, helicopter, or
engine, unless it has passed all inspections required by paragraph
(j) or (k) of this AD.
(3) As of two years after the effective date of this AD, do not
install a v-band coupling that has accumulated 500 or more hours TIS
on any turbocharged airplane, helicopter, or engine.
(m) Alternative Methods of Compliance (AMOCs)
(1) The Manager, Operational Safety Branch, FAA, has the
authority to approve AMOCs for this AD, if requested using the
procedures found in 14 CFR 39.19. In accordance with 14 CFR 39.19,
send your request to your principal inspector or local Flight
Standards District Office, as appropriate. If sending information
directly to the manager of the Operational Safety Office, send it to
the attention of the person identified in paragraph (n)(1) of this
AD and email to: <a href="/cdn-cgi/l/email-protection#fcbdb1b3bfbc9a9d9dd29b938a"><span class="__cf_email__" data-cfemail="33727e7c70735552521d545c45">[email protected]</span></a>.
(2) Before using any approved AMOC, notify your appropriate
principal inspector, or lacking a principal inspector, the manager
of the local flight standards district office/certificate holding
district office.
(n) Related Information
(1) For more information about this AD, contact Thomas Teplik,
Aviation Safety Engineer, Wichita ACO Branch, FAA, 1801 S Airport
Road, Wichita, KS 67209; phone: (316) 946-4196; email:
<a href="/cdn-cgi/l/email-protection#52263a3d3f33217c2637223e3b39123433337c353d24"><span class="__cf_email__" data-cfemail="12667a7d7f73613c6677627e7b79527473733c757d64">[email protected]</span></a> or <a href="/cdn-cgi/l/email-protection#ca9da3a9a2a3beabe78985998aacababe4ada5bc"><span class="__cf_email__" data-cfemail="24734d474c4d504509676b77644245450a434b52">[email protected]</span></a>.
(2) The ``Exhaust System Turbocharger to Tailpipe V-band
Coupling/Clamp Working Group Final Report,'' dated January 2018, may
be found in the AD docket at <a href="http://www.regulations.gov">www.regulations.gov</a> by searching for
and locating Docket No. FAA-2022-0891.
(o) Material Incorporated by Reference
None.
Issued on July 20, 2022.
Christina Underwood,
Acting Director, Compliance & Airworthiness Division, Aircraft
Certification Service.
[FR Doc. 2022-16139 Filed 7-25-22; 4:15 pm]
BILLING CODE 4910-13-P
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This is legal information, not legal advice. Laws vary by jurisdiction and change frequently. Always verify current law with official sources and consult a licensed attorney in your jurisdiction for advice on your specific situation.