26152 Federal Register / Vol. 65, No. 88 / Friday, May 5, 2000 / Proposed Rules

Action When In accordance with

III. Submit a report to the FAA that describes the damage found on the wing

spar. Use the chart on pages 58 through 60 of Raytheon Mandatory Service

Bulletin No. SB 57–3329, Issued: February, Submit this report even if no

cracks are found.

III. Within 10 days after the initial inspection or within 10 days after the

effective date of the AD, whichever

occurs later.

III. Pages 58 through

60 of Raytheon

Mandatory Service

Bulletin No. SB 57–

3329, Issued: February, 2000.

IV. The flight and operating restrictions that were required by paragraph (d)(1)

of this AD, as retained from AD 99–12–02, may be changed by accomplishing the following:

Remove the placards, modifications, etc. required by paragraph (d)(1) of this

AD, as retained from AD 99–12–02.

IV. All actions required prior to further

flight after the initial inspection provided the wing spar assembly is either replaced, is crack free, or only

has a crack indication in the filler

strip where the direction of the crack

is toward the outside of the filler

strip.

IV. Not applicable.

Fabricate two placards using letters of at least 1⁄10-inch in height with each

consisting of the following words: ‘‘Never exceed speed, Vne-225 MPH (219

knots) IAS; Normal Acceleration (G) Limits ¥0, +5.’’

Install these placards on the airplane instrument panels (one on the front panel

and one on the rear panel) next to the airspeed indicators within the pilot’s

clear view.

Modify the airspeed indicator glass by accomplishing the following:

1. Place a red radial line on the indicator glass at 225 miles per hour (mph)

(219 knots).

2. Place a white slippage index mark between the airspeed indicator glass and

the case to visually verify that the glass has not rotated.

Mark the outside surface of the ‘‘g’’ meters with lines of approximately 1⁄16-inch

by 3⁄16-inch, as follows:

1. A red line at 0 and +5; and

2. A white slippage mark between each ‘‘g’’ meter glass and case to visually

verify that the glass has not rotated.

Insert a copy of this AD into the Limitations Section of the AFM.

(e) Can I comply with this AD in any other

way? (1) You may use an alternative method

of compliance or adjust the compliance time

if:

(i) Your alternative method of compliance

provides an equivalent level of safety; and

(ii) The Manager, Wichita Aircraft

Certification Office (ACO), approves your

alternative. Submit your request through an

FAA Principal Maintenance Inspector, who

may add comments and then send it to the

Manager, Wichita ACO.

(2) This AD applies to each aircraft

identified in the preceding applicability

provision, regardless of whether it has been

modified, altered, or repaired in the area

subject to the requirements of this AD. For

aircraft that have been modified, altered, or

repaired so that the performance of the

requirements of this AD is affected, the

owner/operator must request approval for an

alternative method of compliance in

accordance with paragraph (e)(1) of this AD.

The request should include an assessment of

the effect of the modification, alteration, or

repair on the unsafe condition addressed by

this AD; and, if you have not eliminated the

unsafe condition, specific actions you

propose to address it.

(3) Alternative methods of compliance

approved in accordance with AD 99–12–02,

which is superseded by this AD, are not

approved as alternative methods of

compliance with this AD.

(f) Where can I get information about any

already-approved alternative methods of

compliance? Contact Paul Nguyen,

Aerospace Engineer, Wichita Aircraft

Certification Office, FAA, 1801 Airport Road,

Mid-Continent Airport, Wichita, Kansas

67209; telephone: (316) 946–4125; facsimile:

(316) 946–4407.

(g) What if I need to fly the aircraft to

another location to comply with this AD? The

FAA can issue a special flight permit under

sections 21.197 and 21.199 of the Federal

Aviation Regulations (14 CFR 21.197 and

21.199) to operate your aircraft to a location

where you can accomplish the requirements

of this AD.

(h) How do I get copies of the documents

referenced in this AD? You may obtain copies

of the documents referenced in this AD from

Raytheon Aircraft Company, P.O. Box 85,

Wichita, Kansas 67201–0085. You may

examine these documents at FAA, Central

Region, Office of the Regional Counsel, 901

Locust, Room 506, Kansas City, Missouri

64106.

(i) Does this AD action affect any existing

AD actions? This amendment supersedes AD

99–12–02, Amendment 39–11193.

Issued in Kansas City, Missouri, on April

27, 2000.

Michael Gallagher,

Manager, Small Airplane Directorate, Aircraft

Certification Service.

[FR Doc. 00–11179 Filed 5–4–00; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 99–NE–29–AD]

RIN 2120–AA64

Airworthiness Directives; Pratt &

Whitney JT8D Series Turbofan Engines

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Notice of proposed rulemaking

(NPRM).

SUMMARY: This document proposes the

adoption of a new airworthiness

directive (AD) that is applicable to Pratt

Federal Register / Vol. 65, No. 88 / Friday, May 5, 2000 / Proposed Rules 26153

& Whitney JT8D series turbofan engines.

This proposal would require inspections

of main fuel pump control shafts for

excessive spline wear. Additionally, as

terminating action to the inspections,

this proposal would require the

replacement of the main fuel pump

control shaft with parts of improved

design, and reworking the main fuel

pump impeller, impeller gear train plate

assembly, and impeller cover assembly.

This proposal is prompted by reports of

failed main fuel pump control shafts

caused by excessive spline wear. The

actions specified by the proposed AD

are intended to prevent loss of engine

throttle control, uncommanded

acceleration, uncommanded

deceleration or inflight shutdown,

which could result in reduced airplane

control during a critical phase of flight.

DATES: Comments must be received by

July 5, 2000.

ADDRESSES: Submit comments to the

Federal Aviation Administration (FAA),

New England Region, Office of the

Regional Counsel, Attention: Rules

Docket No. 99–NE–29–AD, 12 New

England Executive Park, Burlington, MA

01803–5299. Comments may also be

sent via the Internet using the following

address: ‘‘9-ane-adcomment@faa.gov’’.

Comments sent via the Internet must

contain the docket number in the

subject line. Comments may be

inspected at this location between 8

a.m. and 4:30 p.m., Monday through

Friday, except Federal holidays.

The service information referenced in

the proposed rule may be obtained from

Pratt & Whitney, 400 Main St., East

Hartford, CT 06108; telephone 860–565–

8770, fax 860–565–4503. This

information may be examined at the

FAA, New England Region, Office of the

Regional Counsel, 12 New England

Executive Park, Burlington, MA.

FOR FURTHER INFORMATION CONTACT:

Christopher Spinney, Aerospace

Engineer, Engine Certification Office,

FAA, Engine and Propeller Directorate,

12 New England Executive Park,

Burlington, MA 01803–5299; telephone

781–238–7175, fax 781-238–7199.

SUPPLEMENTARY INFORMATION:

Comments Invited

Interested persons are invited to

participate in the making of the

proposed rule by submitting such

written data, views, or arguments as

they may desire. Communications

should identify the Rules Docket

number and be submitted to the address

specified above. All communications

received on or before the closing date

for comments, specified above, will be

considered before taking action on the

proposed rule. The proposals contained

in this notice may be changed in light

of the comments received.

Comments are specifically invited on

the overall regulatory, economic,

environmental, and energy aspects of

the proposed rule. All comments

submitted will be available, both before

and after the closing date for comments,

in the Rules Docket for examination by

interested persons. A report

summarizing each FAA-public contact

concerned with the substance of this

proposal will be filed in the Rules

Docket.

Commenters wishing the FAA to

acknowledge receipt of their comments

submitted in response to this notice

must submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket Number 99–NE–29–AD.’’ The

postcard will be date stamped and

returned to the commenter.

Availability of NPRMs

Any person may obtain a copy of this

NPRM by submitting a request to the

FAA, New England Region, Office of the

Regional Counsel, Attention: Rules

Docket No. 99–NE–29–AD, 12 New

England Executive Park, Burlington, MA

01803–5299.

Discussion

The Federal Aviation Administration

(FAA) has received 51 reports of failed

main fuel pump control shafts, which

resulted in the loss of engine throttle

control, uncommanded acceleration,

uncommanded deceleration or inflight

shutdown, on Pratt & Whitney (PW)

Models JT8D–1, –1A, –1B, –7, –7A, –7B,

–9, –9A, –11, –15, and –15A turbofan

engines. In one incident, a Boeing 737–

200 powered by two PW Model JT8D–

15 engines experienced an

uncommanded acceleration of the No. 2

engine during takeoff roll. The exhaust

gas temperature (EGT) overtemperature

indication light illuminated in the

cockpit at approximately 110 knots. A

takeoff abort was attempted but the No.

2 engine did not respond to the throttle

movement. The airplane went off the

side of the runway, sustained landing

gear damage, and was destroyed by fire

after all passengers and crew escaped.

Four passengers were injured during the

evacuation. The investigation revealed a

failed main fuel pump control shaft. The

main fuel pump control shaft failure

was attributed to wear of the main fuel

pump control shaft spline. This

condition, if not corrected, could result

in the loss of engine throttle control,

uncommanded acceleration,

uncommanded deceleration or inflight

shutdown, which could result in

reduced aircraft control during a critical

phase of flight.

Service Information

The FAA has reviewed and approved

the technical contents of PW Alert

Service Bulletin (ASB) A6381 dated

March 15, 2000, that describes

procedures for inspecting the main fuel

pump control shaft for excessive spline

wear. As terminating action, PW ASB

A6381 describes procedures for

replacement of the main fuel pump

control shaft with an improved wear

resistant material shaft and reworking

the main fuel pump impeller, impeller

gear train plate assembly, and impeller

cover assembly.

Since an unsafe condition has been

identified that is likely to exist or

develop on other products of this same

type design, the proposed AD would

require inspecting main fuel pump

control shafts for excessive wear,

replacing the main fuel pump control

shaft with parts of improved design, and

reworking the main fuel pump impeller,

impeller gear train plate assembly, and

impeller cover assembly. The

replacement and rework must be

accomplished prior to accumulating

12,000 hours time-in-service (TIS) since

last overhaul, or within 2,000 hours

after the effective date of this AD,

whichever occurs later. The actions

would be required to be accomplished

in accordance with the ASB described

previously.

There are approximately 5,800

engines of the affected design in the

worldwide fleet. The FAA estimates that

2962 engines installed on aircraft of US

registry would be affected by this

proposed AD, that it would take

approximately 0.3 work hours to

perform the required inspections and

0.5 hours per engine to accomplish the

replacements proposed at overhaul, and

that the average labor rate is $60 per

work hour. Required parts would cost

approximately $3,996 per engine. Based

on these figures, the total cost impact of

the proposed AD on US operators is

estimated to be $11,978,328.

Regulatory Impact

This proposal does not have

federalism implications, as defined in

Executive Order 13132, because it

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 responsibilities among the

various levels of government.

Accordingly, the FAA has not consulted

with state authorities prior to

publication of this proposal.

26154 Federal Register / Vol. 65, No. 88 / Friday, May 5, 2000 / Proposed Rules

For the reasons discussed above, I

certify that this proposed regulation (1)

is not a ‘‘significant regulatory action’’

under Executive Order 12866; (2) is not

a ‘‘significant rule’’ under the DOT

Regulatory Policies and Procedures (44

FR 11034, February 26, 1979); and (3) if

promulgated, 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. A copy of the draft

regulatory evaluation prepared for this

action is contained in the Rules Docket.

A copy of it may be obtained by

contacting the Rules Docket at the

location provided under the caption

ADDRESSES.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, Safety.

The Proposed Amendment

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the Federal Aviation

Administration proposes to amend part

39 of the Federal Aviation Regulations

(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. Section 39.13 is amended by

adding the following new airworthiness

directive:

Pratt & Whitney: Docket No. 99–NE–29–AD.

Applicability: Pratt & Whitney (PW)

Models JT8D–1, –1A, –1B, –7, –7A, –7B, –9,

–9A, –11, –15, –15A turbofan engines,

installed on but not limited to Boeing 727

and 737 series, and McDonnell Douglas DC–

9 series airplanes.

Note 1: This airworthiness directive (AD)

applies to each engine identified in the

preceding applicability provision, regardless

of whether it has been modified, altered, or

repaired in the area subject to the

requirements of this AD. For engines that

have been modified, altered, or repaired so

that the performance of the requirements of

this AD is affected, the owner/operator must

request approval for an alternative method of

compliance in accordance with paragraph (e)

of this AD. The request should include an

assessment of the effect of the modification,

alteration, or repair on the unsafe condition

addressed by this AD; and, if the unsafe

condition has not been eliminated, the

request should include specific proposed

actions to address it.

Compliance: Required as indicated, unless

accomplished previously.

To prevent loss of engine throttle control,

uncommanded acceleration, uncommanded

deceleration or inflight shutdown, which

could result in reduced airplane control

during a critical phase of flight, accomplish

the following:

Initial Inspection

(a) At the next accessibility of the main

fuel pump after accumulating 1,000 hours

time in service (TIS) since last fuel pump

overhaul, inspect, and replace, if necessary,

the main fuel pump control shaft in

accordance with procedures described in the

Accomplishment Instructions of PW Alert

Service Bulletin (ASB) A6381, dated March

15, 2000.

Repetitive Inspections

(b) Thereafter, reinspect the main fuel

pump control shaft and remove and replace,

if necessary, in accordance with intervals and

procedures described in the Accomplishment

Instructions of PW ASB A6381, dated March

15, 2000.

Installation and Terminating Action

(c) At the next main fuel pump overhaul,

but prior to accumulating either 12,000 hours

TIS since last fuel pump overhaul or 2,000

hours TIS after the effective date of this AD,

whichever occurs later, install a reworked

impeller, impeller gear train plate assembly

and impeller cover assembly and a new main

fuel pump control shaft in accordance with

paragraph 2.A and 2.B. of PW ASB A6381,

dated March 15, 2000. Installation of a

reworked impeller, impeller gear train plate

assembly and impeller cover assembly and a

new main fuel pump control shaft in

accordance with this paragraph constitute

terminating action to the inspections

required by paragraphs (a) and (b) of this AD.

Definitions

(d) For the purpose of this AD:

(1) Accessibility of the main fuel pump is

defined as removal of the fuel control from

the fuel pump or removal of the fuel pump

from the engine.

(2) Main fuel pump overhaul is defined as

compliance with the manufacturer’s

recommended overhaul procedures described

in Argo-Tech Overhaul Manual 73–11–1.

Alternative Methods of Compliance

(e) An alternative method of compliance or

adjustment of the compliance time that

provides an acceptable level of safety may be

used if approved by the Manager, Engine

Certification Office (ECO). Operators shall

submit their request through an appropriate

FAA Principal Maintenance Inspector, who

may add comments and then send it to the

Manager, ECO.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the ECO.

Ferry Flights

(f) Special flight permits may be issued in

accordance with sections 21.197 and 21.199

of the Federal Aviation Regulations (14 CFR

21.197 and 21.199) to operate the airplane to

a location where the requirements of this AD

can be accomplished.

Issued in Burlington, Massachusetts, on

May 1, 2000.

David A. Downey,

Assistant Manager, Engine and Propeller

Directorate, Aircraft Certification Service.

[FR Doc. 00–11303 Filed 5–4–00; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Airspace Docket No. 00–ASO–12]

Proposed Establishment of Class D

Airspace; Stuart, FL

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking.

SUMMARY: This action proposes to

establish Class D airspace at Stuart, FL.

Air traffic controllers at Witham Field in

Stuart, FL, are being certificated as

weather observers. Therefore, the airport

will meet criteria for Class D airspace.

Class D surface area airspace is required

when the control tower is open to

accommodate current Standard

Instrument Approach Procedures (SIAP)

and for Instrument flight Rules (IFR)

operations at the airport. This action

would establish Class D airspace

extending upward from the surface to

and including 2,500 feet MSL within a

4-mile radius of the Witham Field

Airport.

DATES: Comments must be received on

or before June 5, 2000.

ADDRESSES: Send comments on the

proposal in triplicate to: Federal

Aviation Administration, Docket No.

00–ASO–12, Manager, Airspace Branch,

ASO–520, P.O. Box 20636, Atlanta,

Georgia 30320.

The official docket may be examined

in the Office of the Regional Counsel for

Southern Region, Room 550, 1701

Columbia Avenue, College Park, Georgia

30337, telephone (404) 305–5627.

FOR FURTHER INFORMATION CONTACT:

Nancy B. Shelton, Manager, Airspace

Branch, Air Traffic Division, Federal

Aviation Administration, P.O. Box

20636, Atlanta, Georgia 30320;

telephone (404) 305–5586.

SUPPLEMENTARY INFORMATION:

Comments Invited

Interested parties are invited to

participate in this proposed rulemaking

by submitting such written data, views

or arguments as they may desire.

Comments that provide the factual basis

supporting the views and suggestions