1038 Federal Register / Vol. 62, No. 5 / Wednesday, January 8, 1997 / Rules and Regulations

Dated: December 31, 1996.

Robert C. Keeney,

Director, Fruit and Vegetable Division.

[FR Doc. 97–277 Filed 1–7–97; 8:45 am]

BILLING CODE 3410–02–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 96–NM–276–AD; Amendment

39–9876; AD 96–26–51]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 747 Series Airplanes Powered

By Rolls Royce Model RB211 Series

Engines

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This document publishes in

the Federal Register an amendment

adopting Airworthiness Directive (AD)

T96–26–51 that was sent previously to

all known U.S. owners and operators of

certain Boeing Model 747 series

airplanes powered by Rolls Royce

Model RB211 series engines by

individual telegrams. This AD requires

a one-time inspection to detect cracks

and corrosion of various areas at all four

engine pylons, and repair of any cracked

or corroded engine pylon. This action is

prompted by reports of cracking of the

aft torque bulkhead at the number 1 and

number 2 engine pylons. The actions

specified by this AD are intended to

detect and correct such cracking, which

could result in failure of the pylon and

consequent separation of the engine

from the wing.

EFFECTIVE DATE: January 13, 1997, to all

persons except those persons to whom

it was made immediately effective by

telegraphic AD T96–26–51, issued on

December 13, 1996, which contained

the requirements of this amendment.

Comments for inclusion in the Rules

Docket must be received on or before

March 10, 1997.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–103,

Attention: Rules Docket No. 96–NM–

276–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

Information concerning this AD may

be obtained from or examined at the

FAA, Transport Airplane Directorate,

1601 Lind Avenue, SW., Renton,

Washington.

FOR FURTHER INFORMATION CONTACT:

Tamara Dow, Aerospace Engineer,

Airframe Branch, ANM–120S, FAA,

Transport Airplane Directorate, Seattle

Aircraft Certification Office, 1601 Lind

Avenue, SW., Renton, Washington

98055–4056; telephone (206) 227–2771;

fax (206) 227–1181.

SUPPLEMENTARY INFORMATION: On

December 13, 1996, the FAA issued

telegraphic AD T96–26–51, which is

applicable to certain Boeing Model 747

series airplanes powered by Rolls Royce

Model RB211 series engines.

That action was prompted by two

reports of cracking of the aft torque

bulkhead at the number 1 and number

2 engine pylons. This cracking occurred

on a Boeing Model 747–200F series

airplane powered by Rolls Royce Model

RB211 series engines. The airplane had

accumulated 69,506 total flight hours

and 17,499 total flight cycles.

Investigation revealed that the aft

torque bulkhead at the number 1 pylon

was cracked completely through just

above the lower spar fitting where the

fitting attaches to the diagonal brace.

The crack extended eight inches

forward on the outboard side skin of the

number 1 pylon. In addition, the lower

portion of the aft torque bulkhead at the

number 1 pylon had separated and had

dropped down approximately 0.5 inch.

Investigation also revealed that the aft

torque bulkhead at the number 2 pylon

was cracked (1.2 inch) in approximately

the same location as the cracking on the

number 1 pylon.

The cause of this cracking is unknown

at this time. Modification of the strut/

wing, which is currently required by AD

95–13–05, amendment 39–9285 (60 FR

33333, June 28, 1995), had not yet been

accomplished on the airplane at the

time of discovery of the cracking.

However, it also is not known if this

modification would have prevented this

condition.

Cracking of the aft torque bulkhead at

the engine pylons, if not detected and

corrected in a timely manner, could

result in failure of a pylon and

consequent separation of the engine

from the wing.

FAA’s Determination

The FAA has determined that a onetime inspection to detect cracks and

corrosion of the aft torque bulkhead at

all four engine pylons is necessary to

address the identified unsafe condition

in a timely manner.

Explanation of Requirements of the

Rule

Since the unsafe condition described

is likely to exist or develop on other

airplanes of the same type design, the

FAA issued telegraphic AD T96–26–51

to require a one-time detailed visual

inspection to detect cracks and

corrosion in the following areas: (1) The

external surface of the lower half of the

aft torque bulkhead at all four engine

pylons, and (2) the external surface of

the inboard and outboard side skins for

a distance of 36 inches forward of the

plane of the aft torque bulkhead at all

four engine pylons. The AD also

requires repair of any cracked or

corroded engine pylon. In addition, the

AD requires that operators submit a

report of all inspection findings to the

FAA.

Since it was found that immediate

corrective action was required, notice

and opportunity for prior public

comment thereon were impracticable

and contrary to the public interest, and

good cause existed to make the AD

effective immediately by individual

telegrams issued on December 13, 1996,

to all known U.S. owners and operators

of certain Boeing Model 747 series

airplanes powered by Rolls Royce

Model RB211 series engines. These

conditions still exist, and the AD is

hereby published in the Federal

Register as an amendment to section

39.13 of the Federal Aviation

Regulations (14 CFR 39.13) to make it

effective to all persons.

Interim Action

This is considered to be interim

action. The reports of inspection results

that are required by this AD will enable

the FAA to obtain better insight into the

nature, cause, and extent of cracking

found at the number 1 and number 2

engine pylons, and eventually to

develop final action to address the

subject unsafe condition. Once final

action has been identified, the FAA may

consider further rulemaking.

Comments Invited

Although this action is in the form of

a final rule that involves requirements

affecting flight safety and, thus, was not

preceded by notice and an opportunity

for public comment, comments are

invited on this rule. Interested persons

are invited to comment on this rule by

submitting such written data, views, or

arguments as they may desire.

Communications shall identify the

Rules Docket number and be submitted

in triplicate to the address specified

under the caption ADDRESSES. All

communications received on or before

the closing date for comments will be

considered, and this rule may be

amended in light of the comments

received. Factual information that

supports the commenter’s ideas and

suggestions is extremely helpful in
Federal Register / Vol. 62, No. 5 / Wednesday, January 8, 1997 / Rules and Regulations 1039

evaluating the effectiveness of the AD

action and determining whether

additional rulemaking action would be

needed.

Comments are specifically invited on

the overall regulatory, economic,

environmental, and energy aspects of

the rule that might suggest a need to

modify the 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 that

summarizes each FAA-public contact

concerned with the substance of this AD

will be filed in the Rules Docket.

Commenters wishing the FAA to

acknowledge receipt of their comments

submitted in response to this rule must

submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket Number 96–NM–276–AD.’’ The

postcard will be date stamped and

returned to the commenter.

Regulatory Impact

The regulations adopted herein will

not have substantial direct effects 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. Therefore, in

accordance with Executive Order 12612,

it is determined that this final rule does

not have sufficient federalism

implications to warrant the preparation

of a Federalism Assessment.

The FAA has determined that this

regulation is an emergency regulation

that must be issued immediately to

correct an unsafe condition in aircraft,

and that it is not a ‘‘significant

regulatory action’’ under Executive

Order 12866. It has been determined

further that this action involves an

emergency regulation under DOT

Regulatory Policies and Procedures (44

FR 11034, February 26, 1979). If it is

determined that this emergency

regulation otherwise would be

significant under DOT Regulatory

Policies and Procedures, a final

regulatory evaluation will be prepared

and placed in the Rules Docket. A copy

of it, if filed, may be obtained from 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.

Adoption of the Amendment

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the Federal Aviation

Administration amends 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:

96–26–51 Boeing: Amendment 39–9876.

Docket 96–NM–276–AD.

Applicability: Model 747 series airplanes

powered by Rolls Royce Model RB211 series

engines, certificated in any category.

Note 1: This AD applies to each airplane

identified in the preceding applicability

provision, regardless of whether it has been

otherwise modified, altered, or repaired in

the area subject to the requirements of this

AD. For airplanes 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 (d) 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 detect and correct cracking of the aft

torque bulkhead, which could result in

failure of a pylon and consequent separation

of the engine from the wing, accomplish the

following:

(a) Prior to the accumulation of 12,000 total

flight cycles, or within 10 days after the

effective date of this AD, whichever occurs

later, gain access to the aft torque bulkhead

at each of the four engine pylons through the

aft fairing doors. Prior to further flight after

gaining access, accomplish paragraphs (a)(1)

and (a)(2) of this AD.

(1) Perform a one-time detailed visual

inspection to detect cracks and corrosion of

the external surface of the lower half of the

aft torque bulkhead at all four engine pylons.

Pay particular attention to the area near the

diagonal brace fitting.

(2) Perform a one-time detailed visual

inspection to detect cracks and corrosion of

the external surface of the inboard and

outboard side skin for a distance of 36 inches

forward of the plane of the aft torque

bulkhead at all four engine pylons.

(b) If any crack or corrosion is detected

during any inspection required by this AD,

prior to further flight, repair the cracked/

corroded pylon in accordance with a method

approved by the Manager, Seattle Aircraft

Certification Office (ACO), FAA, Transport

Airplane Directorate.

(c) Within 10 days after accomplishing the

inspections required by paragraphs (a)(1) and

(a)(2) of this AD, submit a report of any

findings to the Manager, Seattle ACO, FAA,

Transport Airplane Directorate, 1601 Lind

Avenue, SW., Renton, Washington 98055–

4056, fax (206) 227–1181; and to the

appropriate FAA Principal Maintenance

Inspector. The report shall include the items

specified in paragraphs (c)(1), (c)(2), and

(c)(3) of this AD. Information collection

requirements contained in this regulation

have been approved by the Office of

Management and Budget (OMB) under the

provisions of the Paperwork Reduction Act of

1980 (44 U.S.C. 3501 et seq.) and have been

assigned OMB control number 2120–0056.

(1) Airplane serial number;

(2) Total number of landings accumulated;

and

(3) Location, size, and orientation of each

crack.

(d) 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, Seattle

ACO. Operators shall submit their requests

through an appropriate FAA Principal

Maintenance Inspector, who may add

comments and then send it to the Manager,

Seattle ACO.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Seattle ACO.

(e) This amendment becomes effective on

January 13, 1997, to all persons except those

persons to whom it was made immediately

effective by telegraphic AD T96–26–51,

issued on December 13, 1996, which

contained the requirements of this

amendment.

Issued in Renton, Washington, on

December 31, 1996.

S.R. Miller,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 97–255 Filed 1–7–97; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 96–ANE–06; Amendment 39–

9864; AD 96–26–01]

RIN 2120–AA64

Airworthiness Directives; General

Electric Aircraft Engines CT7 Series

Turboprop Engines

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to General Electric Aircraft

Engines (GE) CT7 series turboprop

engines, that requires replacement of the

gas generator turbine stage 2 forward

cooling plates prior to the published

cyclic life limits. The AD also defines

the new, reduced cyclic life limits for

the affected forward cooling plates. This

amendment is prompted by reports of

gas generator turbine stage 2 forward