Federal Register / Vol. 69, No. 230 / Wednesday, December 1, 2004 / Rules and Regulations 69807

Age of separated employee at 

birthday before death Multiplier 

41 .............................................. .2161

42 .............................................. .2328

43 .............................................. .2516

44 .............................................. .2709

45 .............................................. .2922

46 .............................................. .3159

47 .............................................. .3423

48 .............................................. .3695

Age of separated employee at 

birthday before death Multiplier 

49 .............................................. .4005

50 .............................................. .4332

51 .............................................. .4698

52 .............................................. .5090

53 .............................................. .5527

54 .............................................. .6005

55 .............................................. .6526

56 .............................................. .7098

Age of separated employee at 

birthday before death Multiplier 

57 .............................................. .7717

58 .............................................. .8407

59 .............................................. .9165

With at least 30 years of creditable 

service—

Age of separated employee at birthday before death 

Multiplier by separated employee’s year of birth 

After 1966 From 1950 

through 1966 Before 1950

46 ................................................................................................................................................. 0.4110 0.4477 0.4872

47 ................................................................................................................................................. .4449 .4844 .5270

48 ................................................................................................................................................. .4805 .5231 .5691

49 ................................................................................................................................................. .5204 .5666 .6162

50 ................................................................................................................................................. .5630 .6130 .6667

51 ................................................................................................................................................. .6101 .6641 .7221

52 ................................................................................................................................................. .6609 .7194 .7822

53 ................................................................................................................................................. .7172 .7805 .8486

54 ................................................................................................................................................. .7787 .8472 .9209

55 ................................................................................................................................................. .8458 .9202 1.0000

56 ................................................................................................................................................. .9194 1.0000 1.0000

■ 9. Remove Appendix B to subpart C of 

part 843.

[FR Doc. 04–26440 Filed 11–30–04; 8:45 am] 

BILLING CODE 6325–38–P

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.

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

69808 Federal Register / Vol. 69, No. 230 / Wednesday, December 1, 2004 / Rules and Regulations 

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 FAAapproved 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

Federal Register / Vol. 69, No. 230 / Wednesday, December 1, 2004 / Rules and Regulations 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

■ 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

■ 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):

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

–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 

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] 

BILLING CODE 4910–13–P