Federal Register / Vol. 76, No. 162 / Monday, August 22, 2011 / Rules and Regulations 52215 

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 

■ 1. The authority citation for part 39 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701. 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

2011–18–01 General Electric Company: 

Amendment 39–16783; Docket No. 

FAA–2010–0998; Directorate Identifier 

2010–NE–29–AD. 

Effective Date 

(a) This AD is effective September 26, 

2011. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to General Electric 

Company (GE) CF6–45A, CF6–45A2, CF6– 

50A, CF6–50C, CF6–50CA, CF6–50C1, CF6– 

50C2, CF6–50C2B, CF6–50C2D, CF6–50E, 

CF6–50E1, and CF6–50E2 series turbofan 

engines, including engines marked on the 

engine data plate as CF6–50C2–F and CF6– 

50C2–R, with a low-pressure turbine (LPT) 

rotor stage 3 disk that has a part number (P/ 

N) listed in Table 1 of this AD installed. 

TABLE 1—LPT ROTOR STAGE 3 DISK P/NS

1473M90P01 1473M90P02 1473M90P03 1473M90P04 

1479M75P01 1479M75P02 1479M75P03 1479M75P04 

1479M75P05 1479M75P06 1479M75P07 1479M75P08 

1479M75P09 1479M75P11 1479M75P13 1479M75P14 

9061M23P06 9061M23P07 9061M23P08 9061M23P09 

9061M23P10 9061M23P12 9061M23P14 9061M23P15 

9061M23P16 9224M75P01 

Unsafe Condition 

(d) This AD results from seven reports of 

uncontained failures of LPT rotor stage 3 

disks and eight reports of cracked LPT rotor 

stage 3 disks found during shop visit 

inspections. We are issuing this AD to 

prevent LPT rotor separation, which could 

result in an uncontained engine failure and 

damage to the airplane. 

Compliance 

(e) You are responsible for having the 

actions required by this AD performed at 

each shop visit after the effective date of this 

AD, at which the LPT module assembly is 

separated from the engine. 

Initial Inspection 

(f) At the next shop visit after the effective 

date of this AD, clean and fluorescentpenetrant inspect the LPT rotor stage 3 disk 

forward spacer arm, including the use of a 

wet-abrasive blast to eliminate residual or 

background fluorescence before inspecting. 

You can find guidance on cleaning the disk 

and performing the FPI in the CF6–50 Engine 

Manual, GEK 50481 72–57–02. 

Repetitive Inspection 

(g) Thereafter, clean and inspect the LPT 

rotor stage 3 disk forward spacer arm, as 

specified in paragraph (f) of this AD, at each 

engine shop visit that occurs after 1,000 

cycles since the last FPI of the LPT rotor 

stage 3 disk forward spacer arm. 

(h) If a crack or a band of fluorescence is 

present, remove the disk from service. 

Definitions 

(i) For the purpose of this AD: 

(1) The LPT module assembly is defined as 

consisting of turbine mid-frame, LPT stage 1 

nozzle, LPT stator cases and vanes, LPT 

rotor, and turbine rear frame. 

(2) An engine shop visit is the induction 

of an engine into the shop for maintenance 

involving the separation of the turbine midframe forward flange from the compressor 

rear frame aft flange, except that the 

separation of these engine flanges solely for 

the purposes of transportation without 

subsequent engine maintenance does not 

constitute an engine shop visit. 

Alternative Methods of Compliance 

(j) The Manager, Engine 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) For more information about this AD, 

contact Tomasz Rakowski, Aerospace 

Engineer, Engine Certification Office, FAA, 

Engine & Propeller Directorate, 12 New 

England Executive Park, Burlington, MA 

01803; phone: (781) 238–7735; fax: (781) 

238–7199; e-mail: tomasz.rakowski@faa.gov. 

Material Incorporated by Reference 

(l) None. 

Issued in Burlington, Massachusetts on 

August 15, 2011. 

Peter A. White, 

Manager, Engine & Propeller Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–21312 Filed 8–19–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0187; Directorate 

Identifier 2011–NE–07–AD; Amendment 39– 

16784; AD 2011–18–02] 

RIN 2120–AA64 

Airworthiness Directives; General 

Electric Company CF34–10E2A1; 

CF34–10E5; CF34–10E5A1; CF34– 

10E6; CF34–10E6A1; CF34–10E7; and 

CF34–10E7–B Turbofan Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 

products listed above with certain part 

number (P/N) fan rotor spinners 

installed. This AD requires removing 

from service certain fan rotor blade 

retainers, and removing from service the 

fan rotor spinner support that was 

installed with those fan rotor blade 

retainers. This AD was prompted by a 

fan rotor spinner support found cracked 

at the attachment lugs. We are issuing 

this AD to prevent high-cycle fatigue 

cracking of the fan rotor spinner support 

attachment lugs, leading to separation of 

the fan rotor spinner assembly, 

uncontained failure of the engine, and 

damage to the airplane. 

DATES: This AD is effective September 

26, 2011. 

mstockstill on DSK4VPTVN1PROD with RULES

52216 Federal Register / Vol. 76, No. 162 / Monday, August 22, 2011 / Rules and Regulations 

ADDRESSES: For service information 

identified in this AD, contact GE– 

Aviation, M/D Rm. 285, One Neumann 

Way, Cincinnati, OH 45215, phone: 

513–552–3272; e-mail: 

geae.aoc@ge.com. You may review 

copies of the referenced 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; 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: John 

Frost, Aerospace Engineer, Engine 

Certification Office, FAA, 12 New 

England Executive Park, Burlington, MA 

01803; phone: 781–238–7756; fax: 781– 

238–7199; e-mail: john.frost@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the specified products. That 

NPRM published in the Federal 

Register on May 11, 2011 (76 FR 27282). 

Investigation of a General Electric 

Company CF34–10E turbofan engine 

experiencing high fan frame vibrations 

led to removal of the fan rotor spinner. 

Eight of the twelve attachment lugs on 

the fan rotor spinner support were 

found cracked. The cause of the 

vibration was determined to be a nonsynchronous vibration induced by a 

spinner redesign that removed an 

interference between the fan blade 

retainers and the spinner. That NPRM 

proposed to require removing from 

service certain fan rotor blade retainers, 

and removing from service the fan rotor 

spinner support that was installed with 

those fan rotor blade retainers. We are 

issuing this AD to prevent high-cycle 

fatigue cracking of the fan rotor spinner 

support attachment lugs, leading to 

separation of the fan rotor spinner 

assembly, uncontained failure of the 

engine, and damage to the airplane. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

received one comment which is 

presented below. 

Request for Compliance Clarification 

One commenter, Regionla Compagnie 

Aerienne Europeene, requests that we 

clarify the AD as to what parts are 

allowed to be reinstalled when affected 

parts are removed for either scheduled 

or unscheduled maintenance before the 

AD compliance time is reached. 

We do not agree. When the affected 

parts are removed from the engine, 

paragraphs (h) and (i) of this AD are 

clear that those parts are not to be 

reinstalled into the engine. Any FAAapproved part except those prohibited 

by paragraphs (h) and (i), is eligible for 

installation. We did not change the AD. 

Conclusion 

We reviewed the relevant data, 

considered the comment received, and 

determined that air safety and the 

public interest require adopting the AD 

as proposed. 

Costs of Compliance 

We estimate that this AD will affect 

164 engines installed on airplanes of 

U.S. registry. We also estimate that it 

will take about 2 work-hours per engine 

to perform the actions required by this 

AD, and that the average labor rate is 

$85 per work-hour. If all removed parts 

get replaced, required parts will cost 

about $10,458 per engine. Based on 

these figures, we estimate the total cost 

of the AD to U.S. operators to be 

$1,742,992. 

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 

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, 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 

■ 1. The authority citation for part 39 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701. 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

2011–18–02 General Electric Company: 

Amendment 39–16784 ; Docket No. 

FAA–2011–0187; Directorate Identifier 

2011–NE–07–AD. 

Effective Date 

(a) This AD is effective September 26, 

2011. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to General Electric 

Company (GE) CF34–10E2A1; CF34–10E5; 

CF34–10E5A1; CF34–10E6; CF34–10E6A1; 

CF34–10E7; and CF34–10E7–B turbofan 

engines, with a fan rotor spinner part number 

(P/N) 2050M34G03; 2050M34G04; 

2050M34G05; 2050M34G06; 2437M60G01; or 

2437M60G02, installed. 

Unsafe Condition 

(d) This AD was prompted by a fan rotor 

spinner support found cracked at the 

mstockstill on DSK4VPTVN1PROD with RULES

Federal Register / Vol. 76, No. 162 / Monday, August 22, 2011 / Rules and Regulations 52217 

attachment lugs. We are issuing this AD to 

prevent high-cycle fatigue cracking of the fan 

rotor spinner support attachment lugs, 

leading to separation of the fan rotor spinner 

assembly, uncontained failure of the engine, 

and damage to the airplane. 

Compliance 

(e) Comply with this AD within 1,800 

hours-in-service after the effective date of 

this AD, unless already done. 

Removal of Fan Rotor Blade Retainers 

(f) Remove from service the 24 fan rotor 

blade retainers, P/N 2050M56P02. 

Removal of Fan Rotor Spinner Support 

(g) Remove from service the fan rotor 

spinner support that operated with the fan 

rotor blade retainers removed in paragraph (f) 

of this AD. 

Installation Prohibition 

(h) After the effective date of this AD, do 

not install any fan rotor blade retainer, P/N 

2050M56P02, into any engine. Do not 

attempt to repair, make serviceable, or reinstall, this part. 

(i) After the effective date of this AD, do 

not install any fan rotor spinner support 

removed in paragraph (g) of this AD, into any 

engine. Do not attempt to repair, make 

serviceable, or re-install, this part. 

Alternative Methods of Compliance 

(AMOCs) 

(j) The Manager, Engine Certification 

Office, FAA, has the authority to approve 

AMOCs for this AD, if requested using the 

procedures found in 14 CFR 39.19. 

Related Information 

(k) For more information about this AD, 

contact John Frost, Aerospace Engineer, 

Engine Certification Office, FAA, 12 New 

England Executive Park, Burlington, MA 

01803; phone: 781–238–7756; fax: 781–238– 

7199; e-mail: john.frost@faa.gov. 

(l) Refer to GE Service Bulletin No. CF34– 

10E S/B 72–0186, for related information. 

Contact GE–Aviation, M/D Rm. 285, One 

Neumann Way, Cincinnati, OH 45215, 

phone: 513–552–3272; e-mail: 

geae.aoc@ge.com, for a copy of this service 

information. You may review copies of the 

referenced 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. 

Issued in Burlington, Massachusetts, on 

August 15, 2011. 

Peter A. White, 

Manager, Engine & Propeller Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–21313 Filed 8–19–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0385; Directorate 

Identifier 2010–NM–256–AD; Amendment 

39–16780; AD 2011–17–16] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A330–200, A330–300, A340–300, A340– 

500, and A340–600 Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 

products listed above. This AD results 

from mandatory continuing 

airworthiness information (MCAI) 

originated by an aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as: 

During a Back-up Control Module (BCM) 

retrofit campaign * * *, some BCMs have 

been found with loose gyrometer screws. 

* * * When the aeroplane is in control 

back up configuration (considered to be an 

extremely remote case), an oscillation of the 

BCM output order may cause degradation of 

the BCM piloting laws, potentially leading to 

erratic motion of the rudder and possible 

subsequent impact on the Dutch Roll, which 

constitutes an unsafe condition. 

* * * * * 

* * * [S]everal Pedal Feel Trim Units 

(PFTU) have been found with loose or broken 

screws during the accomplishment of 

maintenance tasks on A330 fitted with 

electrical rudder and A340–600. The loose or 

failed screws could lead to the loss of the 

coupling between the Rotary Variable 

Differential Transducer (RVDT) shaft and the 

PFTU shaft, and consequently to a potential 

rudder runaway when the BCM is activated. 

* * * * * 

The unsafe condition is loss of control 

of the airplane. We are issuing this AD 

to require actions to correct the unsafe 

condition on these products. 

DATES: This AD becomes effective 

September 26, 2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of September 26, 2011. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

www.regulations.gov or in person at the 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue, SE., 

Washington, DC. 

FOR FURTHER INFORMATION CONTACT: 

Vladimir Ulyanov, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–1138; fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the specified products. That 

NPRM was published in the Federal 

Register on April 26, 2011 (76 FR 

23218). That NPRM proposed to correct 

an unsafe condition for the specified 

products. The MCAI states: 

During a Back-up Control Module (BCM) 

retrofit campaign in accordance with 

[European Aviation Safety Agency] (EASA) 

AD 2006–0313 requirements, some BCMs 

have been found with loose gyrometer 

screws. 

The gyrometer is installed on the DELRIN 

plate by internal screws and the DELRIN 

plate is installed on BCM casing by external 

screws. 

Investigations done by the BCM 

manufacturer SAGEM have shown that the 

root cause of these events is a lack of design 

robustness of the BCM[.] When the aeroplane 

is in control back up configuration 

(considered to be an extremely remote case), 

an oscillation of the BCM output order may 

cause degradation of the BCM piloting laws, 

potentially leading to erratic motion of the 

rudder and possible subsequent impact on 

the Dutch Roll, which constitutes an unsafe 

condition. 

EASA AD 2008–0131 was issued to 

prohibit aeroplane dispatch with FCPC3 

[flight control primary computer] inoperative 

(from GO IF to NO GO) as an interim 

solution, limited to A330 and A340–300 

fitted with electrical rudder. 

After EASA AD 2008–0131 issuance, 

several Pedal Feel Trim Units (PFTU) have 

been found with loose or broken screws 

during the accomplishment of maintenance 

tasks on A330 fitted with electrical rudder 

and A340–600. The loose or failed screws 

could lead to the loss of the coupling 

between the Rotary Variable Differential 

Transducer (RVDT) shaft and the PFTU shaft, 

and consequently to a potential rudder 

runaway when the BCM is activated. 

EASA AD 2009–0153 retained the 

requirements of EASA AD 2008–0131 and 

extended the applicability to A340–500/600 

aeroplanes. 

This [EASA] AD, which supersedes EASA 

AD 2009–0153 retaining its requirements, 

requires the installation of: 

—a new BCM on A330 and A340–200/–300 

series aeroplanes fitted with electrical 

rudder, and 

—an improved PFTU on A330 and A340– 

200/–300 series aeroplanes fitted with an 

electrical rudder and A340–500/&600 

series aeroplanes, 

mstockstill on DSK4VPTVN1PROD with RULES