Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Proposed Rules 49175

Atomic Energy Act of 1954, as amended,

the Energy Reorganization Act of 1974,

as amended, and 5 U.S.C. 553, the NRC

is proposing to adopt the following

amendment to 10 CFR Part 32.

PART 32—SPECIFIC DOMESTIC

LICENSES TO MANUFACTURE OR

TRANSFER CERTAIN ITEMS

CONTAINING BYPRODUCT MATERIAL

1. The authority citation for Part 32

continues to read as follows:

Authority: Secs. 81, 161, 183, 186, 68 Stat.

935, 948, 953, 954, as amended, (42 U.S.C.

2111, 2201, 2232, 2233); sec. 201, 88 Stat.

1242, as amended, (42 U.S.C. 5841).

2. In § 32.14, paragraph (d) is revised

to read as follows:

§ 32.14 Certain items containing

byproduct material; requirements for

license to apply or initially transfer.

* * * * *

(d) The Commission determines that:

(1) The method of containment or

binding of the byproduct material in the

product is such that the radioactive

material will be bound and will not

become detached from the product

under the most severe conditions which

are likely to be encountered in normal

use and handling.

(2) Prototype tests for automobile lock

illuminators are prescribed by 10 CFR

32.40, Schedule A.

Dated at Rockville, Maryland, this 15th day

of September, 1997.

For the Nuclear Regulatory Commission.

John C. Hoyle,

Secretary of the Commission.

[FR Doc. 97–24913 Filed 9–18–97; 8:45 am]

BILLING CODE 7590–01–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 21

Proposed Airworthiness Standards for

Acceptance Under the Primary

Category Rule

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Request for comments.

SUMMARY: This notice requests

comments on proposed airworthiness

standards for acceptance of the

Dragonfly Model 333 helicopter under

14 CFR 21.17(f), designation of

applicable regulations for primary

category aircraft.

DATES: Comments must be received on

or before October 20, 1997.

ADDRESSES: Send all comments to the

FAA, Rotorcraft Directorate, Aircraft

Certification Service, Rotorcraft

Standards Staff, Fort Worth, Texas

76193–0110.

FOR FURTHER INFORMATION CONTACT:

Scott Horn, Aerospace Engineer,

Rotorcraft Standards Staff (ASW–110),

Rotorcraft Directorate, Aircraft

Certification Service, FAA; telephone

number (817) 222–5125, fax number

(817) 222–5961.

SUPPLEMENTARY INFORMATION:

Comments Invited

We invite interested parties to submit

comments on the proposed

airworthiness standards to the address

specified above. The FAA will consider

all communications received on or

before the closing date before issuing

the final acceptance. The proposed

airworthiness standards and comments

received may be inspected at the FAA,

Rotorcraft Directorate, Aircraft

Certification Service, Rotorcraft

Standards Staff, 2601 Meacham Blvd.,

Fort Worth, TX 76137, between the

hours of 7:30 a.m. and 4:00 p.m.

weekdays, except Federal holidays.

Background

The ‘‘primary’’ category for aircraft

was created specifically for the simple,

low performance personal aircraft.

Section 21.17(f) provides a means for

applicants to propose airworthiness

standards for their particular primary

category aircraft. The FAA procedure

establishing appropriate airworthiness

standards includes reviewing and

possibly revising the applicants

proposal, publication of the submittal in

the Federal Register for public review

and comment, and addressing the

comments. After all necessary revisions,

the standards are published as approved

FAA airworthiness standards.

Accordingly, the applicant has

submitted a request to the FAA to

include the Italian airworthiness

authority’s very light rotorcraft (VLR)

rules as part of the primary category

rotorcraft rules. The requester justifies

this request by noting that the Italian

airworthiness authority has approved

the applicant’s aircraft in Italy under the

VLR rules. The FAA has considered the

applicant’s proposal and has

determined that those 14 CFR part 27

and 33 requirements equivalent to the

Italian VLR rules and certain additional

airworthiness standards should apply.

Proposed Airworthiness Standards for

Acceptance Under the Primary

Category Rule (PCR)

PCR.1 Applicability

(a) This document prescribes

airworthiness standards for the issue of

a type certificate and changes to that

type certificate for the Dragon Fly Model

333, a Primary Category rotorcraft and

its engine.

(b) Each person who applies under

part 21 for a change to this certificate

must show compliance with these

requirements.

27.2(a), (b), and (c); 27.21; 27.25(a) and

(b); 27.27; 27.29; 27.31; 27.33; 27.45(a),

(b), (c), and (d); 27.51; 27.71;

27.73(a)(1)(i), (a)(1)(iii), and (a)(2)(i);

27.75(a)(1), (a)(2)(i), and (a)(3); 27.79(a),

and (b)(1); 27.141(a), (b)(2), and (b)(3);

27.143(a), (b), (d), and (e);

PCR.143(c) A wind direction and

velocity must be established in which

the rotorcraft can be operated without

loss of control on or near the ground in

any maneuver appropriate to the type

including crosswind takeoffs, sideward

flight, and rearward flight with—

(1) Critical weight;

(2) Critical center of gravity;

(3) Critical rotor RPM and

(4) Altitude, from standard sea level

conditions to the maximum altitude

capability of the rotorcraft or 7000 feet,

whichever is less.

27.151; 27.161; 27.171; 27.173; 27.175;

27.177; 27.231; 27.235; 27.239; 27.241;

27.251; 27.301; 27.305; 27.307; 27.309;

27.321; 27.337; 27.339; 27.341; 27.351;

27.361; 27.391; 27.395; 27.397; 27.399;

27.411; 27.427; 27.471; 27.473; 27.475;

27.477; 27.479; 27.481; 27.483; 27.485;

27.493; 27.497; 27.501; 27.505; 27.521;

27.547; 27.549; 27.561(a), (b)(1), and (c);

PCR.561(b)(2) Each occupant and

each item of mass inside the cabin that

could injure an occupant is restrained

when subjected to the following

ultimate inertial load factors relative to

the surrounding structure: (i) Upward—

3g. (ii) Forward—9g. (iii) Sideward—3g.

(iv) Downward—9g.

27.571(a), (b), and (c); 27.601; 27.603;

27.605; 27.607; 27.609; 27.611;

27.613(a);

PCR.613(b) The design values must

be so chosen that the probability of any

structure being understrength because of

material variations is extremely remote.

(c) Values contained in MIL–HDBK–5,

MIL–HDBK–17 Part I, ANC–17 Part II,

ANC–18, MIL–HDBK–23 Part I, and

ANC–23 Part II must be used unless

shown to be inapplicable in a particular

case.

(d) The strength, detail design, and

fabrication of the structure must

minimize the probability of disastrous

fatigue failure.

27.619; 27.621; 27.623; 27.625;

PCR.625(d) Each seat and safety belt

with harness attachment to the structure

must be shown by analysis, tests, or
49176 Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Proposed Rules

both, to be able to withstand the inertia

forces prescribed in PCR.561(b)(2)

multiplied by a fitting factor of 1.33.

27.629; 27.653; 27.659; 27.661; 27.663;

27.671; 27.673; 27.675; 27.679; 27.681;

27.683; 27.685; 27.687; 27.691; 27.723;

27.725; 27.727; 27.731; 27.733; 27.735;

27.737; 27.751; 27.753; 27.755; 27.771;

27.773; 27.777; 27.779; 27.783; 27.785

(a), (b), (c), (e), (f), (g), (h), (i), and (j);

27.787; 27.807 (a), (b), and (c); 27.831;

27.853(a), (b), and (c)(1); 27.855;

27.859(a) and (b); 27.861; 27.863;

27.871; 27.873; 27.901;

PCR.903(a) Engine type certification.

The engine must have an approved type

certificate or meet the requirements

provided in this document for the

engine. The engine must be qualified in

accordance with 33.49(d) or be

otherwise approved for the intended

usage.

27.903(b); 27.907; 27.917; 27.921;

27.923(a), (b), (c), (d), (f), (g), and (l);

27.927; 27.931; 27.935; 27.951;

27.955(a)(1), (2), (3), (4), (5), (6);

PCR.955(a)(7) The fuel filter

required by 27.997 must be blocked to

the degree necessary to provide the

highest pressure drop across the filter

prior to the filter going into bypass.

27.955(b) and (c); 27.959; 27.961;

27.963[Amdt. 27–23];

PCR.965 Fuel Tank Tests. Each fuel

tank must be able to withstand, without

failure or leakage:

(a) For each conventional metal tank

and nonmetallic tank with walls not

supported by the rotorcraft structure, a

pressure of 3.5 p.s.i.

(b) For each integral tank, the pressure

developed during the maximum limit

acceleration of the rotorcraft with a full

tank, with simultaneous application of

the critical limit structure loads.

(c) For each nonmetallic tank with

walls supported by the rotorcraft

structure and with actual support

conditions, a pressure of 2.0 p.s.i. The

supporting structure must be designed

for the critical loads occurring in the

flight or landing condition combined

with the fuel pressure loads resulting

from the corresponding accelerations.

27.969;

PCR.971 Fuel Tank Sump. (a) Each

fuel tank must have a drainable sump

with an effective capacity in any ground

attitude to be expected in service of 0.10

percent of the tank capacity or 120 cc,

whichever is greater, unless—

(1) The fuel system has a sediment

bowl or chamber that is accessible for

preflight drainage and has a minimum

capacity; and

(2) Each fuel tank drain is located so

that in any ground attitude to be

expected in service, water will drain

from all parts of the tank to the

sediment bowl or chamber.

(b) Each sump, sediment bowl, and

sediment chamber drain required by

this section must comply with the drain

provisions of paragraph 27.999(b).

27.973; 27.975; 27.977; 27.991; 27.993;

27.995; 27.997; 27.999;

PCR.1011 Engine Oil System:

General.

(a) Each engine must have an

independent oil system that can supply

it with the appropriate quantity of oil at

a temperature not above that safe for

continuous operation.

(b) The usable capacity of each oil

system may not be less than the product

of the endurance of the rotorcraft under

critical operating conditions and the

maximum oil consumption of the

engine under the same conditions.

(c) If an engine depends upon a fuel/

oil mixture for lubrication, then a

reliable means of providing it with the

appropriate mixture must be

established.

27.1013; 27.1015; 27.1017; 27.1019(b);

27.1021; 27.1027; 27.1041; 27.1043;

27.1045; 27.1091; 27.1093; 27.1121;

27.1123; 27.1141; 27.1143; 27.1145;

27.1147; 27.1163; 27.1183; 27.1185;

27.1187; 27.1189; 27.1191;

27.1193(a),(b),(c),(d), and (e); 27.1194;

27.1301; 27.1303; 27.1305(a), (c)

through (m), (r);

PCR.1305(b) A cylinder head

temperature warning device to indicate

when the temperature exceeds a safe

value.

27.1307; 27.1309(a) and (c); 27.1321(a)

and (c); 27.1322; 27.1323(a) and (b);

27.1325(a),(c), and (d); 27.1327; 27.1337;

27.1351; 27.1353; 27.1357; 27.1361(a)

and (c); 27.1365; 27.1367; 27.1401;

27.1411; 27.1413; 27.1461; 27.1501;

27.1503; 27.1505; 27.1509; 27.1521;

27.1523; 27.1525; 27.1527; 27.1529;

27.1541; 27.1543; 27.1545; 27.1547;

27.1549; 27.1551; 27.1553; 27.1555;

27.1557(a), (b), and (d);

PCR.1557(c) Fuel and Oil Filler

Openings Marking. The following apply:

(1) Fuel filler openings must be

marked at or near the filler cover with—

(i) The word ‘‘fuel’;

(ii) For reciprocating engine powered

rotorcraft, the minimum fuel grade; and

(iii) For each two stroke engine

without a separate oil system, the fuel/

oil mixture.

(2) Oil filler openings must be marked

at or near the filler cover with the word

‘‘oil’’.

27.1559; 27.1565; 27.1581; 27.1583;

27.1585; 27.1587; 27.1589; 33.5; 33.7 (a)

and (b); 33.8; 33.15; 33.17(a),(b),(c), and

(e);

PCR.33.19 Engine design and

construction must minimize the

development of an unsafe condition of

the engine between overhaul periods.

33.21; 33.23; 33.25; 33.29(a); 33.31;

33.33; 33.35; 33.37; 33.39;

PCR.33.39(d) For engine lubrication

depending upon oil premixed with fuel

in a declared fixed percentage, it must

be demonstrated that this mixture can

assure appropriate engine lubrication,

throughout the range of conditions in

which the rotorcraft is expected to

operate, to include reduced fuel

consumption conditions.

33.41; 33.42;

PCR.33.43 Vibration test. Each

engine must undergo a vibration survey

when installed in the airframe to show

compliance with 27.907 and 33.33. The

survey must be conducted throughout

the expected operating range of

rotational speed and power of the

engine. Each accessory drive and

mounting attachment must be loaded

with the maximum loads expected in

service.

33.45; 33.47;

PCR.33.49 Endurance Test

(a) The engine must be subjected to an

endurance test that includes a total of 50

hours of operation and consists of the

cycles specified in (b) below.

(b) Each cycle consists of 120 minutes

of run time and must be conducted as

follows:

(1) A start and idle period of 5

minutes.

(2) Increase to takeoff torque and

maximum speed for takeoff torque and

maintain the takeoff condition for a

period of 5 minutes.

(3) Decrease to idle and maintain the

idle condition for 5 minutes.

(4) Increase to takeoff torque and

maximum speed for takeoff torque and

maintain the takeoff condition for a

period of 5 minutes.

(5) Decrease to idle and maintain the

idle condition for 5 minutes.

(6) Increase to takeoff torque and

maximum speed for takeoff torque and

maintain the takeoff condition for a

period of 5 minutes.

(7) Decrease to idle and maintain the

idle condition for 5 minutes.

(8) Increase to 75 percent of maximum

continuous torque and maximum speed

for 75 percent of maximum continuous

torque and maintain this condition for

a period of 15 minutes.

(9) Decrease to idle and maintain the

idle condition for 5 minutes.

(10) Increase to maximum continuous

torque and maximum speed for

maximum continuous torque and

maintain this condition for a period of

60 minutes.
Federal Register / Vol. 62, No. 182 / Friday, September 19, 1997 / Proposed Rules 49177

(11) Decrease to idle and maintain the

idle condition for 5 minutes.

(12) Perform an engine shutdown.

(c) During or following the endurance

test the fuel and oil consumption must

be determined.

33.51; 33.53; 33.55; 33.57

Noise requirements of FAR Part 36

Noise Standards Appendix J amended

by amendments 36–1 through the latest

amendment in effect at the time of Type

Certification.

Issued in Fort Worth, Texas, on September

3, 1997.

Eric Bries,

Acting Manager, Rotorcraft Directorate,

Aircraft Certification Service.

[FR Doc. 97–25010 Filed 9–18–97; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 89–ANE–05]

RIN 2120–AA64

Airworthiness Directives; CFM

International CFM56–2, –3, –3B, –3C,

and –5 Series Turbofan Engines

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Notice of proposed rulemaking

(NPRM).

SUMMARY: This notice proposes the

revision of an existing airworthiness

directive (AD), applicable to CFM

International (CFMI) CFM56–2, –3, –3B,

–3C, and –5 series turbofan engines, that

currently requires repetitive magnetic

chip detector (MCD) inspections and

removal from service of certain No. 3

bearings. This action would remove the

requirement for MCD inspections for

certain No. 3 bearings if the bearing has

6,000 or more hours time in service

since new, extend the removal from

service date for certain No. 3 bearings,

change the inspection interval for

certain No. 3 bearings, delete a specific

No. 3 bearing part number, and replace

reference to specific maintenance

manuals with service bulletins. Other

requirements of the current AD would

remain unchanged and be carried over

into the proposed AD. This proposal is

prompted by additional data which

demonstrates a reduced bearing failure

rate after a period of time in service,

therefore, an acceptable level of safety

can be maintained with a relaxation of

some of the current AD requirements.

The actions specified by the proposed

AD are intended to prevent a No. 3

bearing failure, and a subsequent

inflight engine shutdown.

DATES: Comments must be received by

November 18, 1997.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), New England

Region, Office of the Assistant Chief

Counsel, Attention: Rules Docket No.

89–ANE–05, 12 New England Executive

Park, Burlington, MA 01803–5299.

Comments may be inspected at this

location between 8:00 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

CFM International, Technical

Publications Department, 1 Neumann

Way, Cincinnati, OH 45215; telephone

(513) 552–2981, fax (513) 552–2816.

This information may be examined at

the FAA, New England Region, Office of

the Assistant Chief Counsel, 12 New

England Executive Park, Burlington,

MA.

FOR FURTHER INFORMATION CONTACT:

Glorianne Messemer, Aerospace

Engineer, Engine Certification Office,

FAA, Engine and Propeller Directorate,

12 New England Executive Park,

Burlington, MA 01803–5299; telephone

(781) 238–7132, 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 in triplicate 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 89–ANE–05.’’ 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

Assistant Chief Counsel, Attention:

Rules Docket No. 89–ANE–05, 12 New

England Executive Park, Burlington, MA

01803–5299.

Discussion

On October 11, 1989, the Federal

Aviation Administration (FAA) issued

airworthiness directive (AD) 89–23–06,

Amendment 39–6370 (54 FR 43581,

October 26, 1989), to require a repetitive

inspection and removal from service

program for certain No. 3 bearings

installed on CFM International (CFMI)

CFM56–2, –3, –3B, –3C, and –5 series

turbofan engines. That action was

prompted by a high rate of No. 3 bearing

failures on CFM56 engines. That

condition, if not corrected, could result

in a No. 3 bearing failure, and a

subsequent inflight engine shutdown.

Since the issuance of AD 89–23–06,

the FAA has received additional data

concerning No. 3 bearing failures. This

data demonstrates that the failure rate

for No. 3 bearings with more than 6,000

hours time in service since new is

significantly lower than for those with

less than 6,000 hours. Therefore, the

FAA has determined that an acceptable

level of safety will be maintained with

a relaxation of some of the current AD

requirements.

In addition, since the issuance of AD

89–23–06, the manufacturer has also

requested and obtained approval for an

extension to the removal from service

date for certain No. 3 bearings. The new

date is December 31, 1997. Paragraphs

(a)(2) and (b)(2) of the proposed rule

reflect this new date.

Also, since the issuance of AD 89–23–

06, the manufacturer has obtained

approval for a new inspection interval

for CFM56–2 series engines. The new

interval is 75 hours. Paragraph (d) of the

proposed rule reflects this new interval.

Further, since the issuance of AD 89–

23–06, the manufacturer has advised the

FAA that No. 3 bearing, Part Number (P/

N) 1362M76P02, is not approved for

CFM56–2 series engines. The

manufacturer has confirmed that there

are currently none in service, and have

indicated that they do not plan to

introduce any into service in the future.

The manufacturer has therefore

requested that this P/N be deleted from

the AD. Paragraph (b) of the proposed

rule omits this P/N.