Federal Register / Vol. 62, No. 201 / Friday, October 17, 1997 / Rules and Regulations 53935

(2) Definitions.

(I) For purposes of this paragraph the

terms ‘‘protection systems,’’ ‘‘safety

systems,’’ and ‘‘safety-related systems’’

are synonymous.

(ii) Changes to protection systems

include modification, augmentation or

replacement of protection systems

permitted by license amendments,

changes to protection systems made by

licensees pursuant to 10 CFR 50.59, and

plant specific departures from a design

certification rule under 10 CFR part 52.

(3) Protection systems. For nuclear

power plants with construction permits

issued after January 1, 1971, but prior to

January 1, 1998, protection systems

must meet the requirements set forth

either in the Institute of Electrical and

Electronics Engineers (IEEE) Std. 279,

‘‘Criteria for Protection Systems for

Nuclear Power Generating Stations,’’ or

in IEEE Std. 603–1991, ‘‘Criteria for

Safety Systems for Nuclear Power

Generating Stations,’’ and the correction

sheet dated January 30, 1995. However,

changes to protection systems initiated

on or after January 1, 1998 must meet

the requirements set forth in IEEE Std.

603–1991, and the correction sheet

dated January 30, 1995.

(4) Safety systems. For construction

permits, operating licenses, final design

approvals, design certifications and

combined licenses issued on or after

January 1, 1998, safety systems must

meet the requirements set forth in IEEE

Std. 603–1991, and the correction sheet,

dated January 30, 1995.

Dated at Rockville, this 9th day of October,

1997.

For the Nuclear Regulatory Commission.

John C. Hoyle,

Secretary of the Commission.

[FR Doc. 97–27421 Filed 10–16–97; 8:45 am]

BILLING CODE 7590–01–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 97–ANE–38–AD; Amendment

39–10160; AD 97–21–07]

RIN 2120–AA64

Airworthiness Directives; AlliedSignal

Inc. (Formerly Textron Lycoming)

Model T5313B, T5317A, and T53

(Military) Turboshaft Engines

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that is

applicable to AlliedSignal Inc. (formerly

Textron Lycoming) Model T5313B,

T5317A, and T53 series military

turboshaft engines approved for

installation on aircraft certified in

accordance with Section 21.25 of the

Federal Aviation Regulations (FAR).

This action requires a one-time visual

inspection of accessory drive carrier

assemblies for affected serial numbers

(S/Ns) designating a defective assembly,

and if the S/N is applicable,

replacement with a serviceable

assembly. This amendment is prompted

by a report of an N2 overspeed

condition due to a defective accessory

drive carrier assembly. The actions

specified in this AD are intended to

prevent accessory drive carrier assembly

failure, which could result in an N2

overspeed and an uncontained engine

failure.

DATES: Effective November 3, 1997.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of November

3, 1997.

Comments for inclusion in the Rules

Docket must be received on or before

December 16, 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.

97–ANE–38–AD, 12 New England

Executive Park, Burlington, MA 01803–

5299. Comments may also be sent via

the Internet using the following address:

‘‘9-ad-engineprop@faa.dot.gov’’.

Comments sent via the Internet must

contain the docket number in the

subject line.

The service information referenced in

this AD may be obtained from

AlliedSignal Aerospace, Attn: Data

Distribution, M/S 64–3/2101–201, P.O.

Box 29003, Phoenix, AZ 85038–9003;

telephone (602) 365–2493, fax (602)

365–5577. This information may be

examined at the FAA, New England

Region, Office of the Assistant Chief

Counsel, 12 New England Executive

Park, Burlington, MA; or at the Office of

the Federal Register, 800 North Capitol

Street, NW., suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT: Ray

Vakili, Aerospace Engineer, Los Angeles

Aircraft Certification Office, FAA,

Transport Airplane Directorate, 3960

Paramount Blvd., Lakewood, CA 90712–

4137; telephone (562) 627–5262, fax

(562) 627–5210.

SUPPLEMENTARY INFORMATION: The

Federal Aviation Administration has

received a report of an N2 overspeed

condition on an AlliedSignal Inc.

(formerly Textron Lycoming) Model

T5317A–1 turboshaft engine. The

investigation revealed that the N2

overspeed condition was caused when

the N2 overspeed governor bevel gear,

which is part of the accessory drive

carrier and cap assembly, shifted out of

position. This gear shifting out of

position was determined to be due to

improper manufacturing of the

accessory drive carrier and cap

assembly, Part Number (P/N) 1–070–

210–01, which is installed on the higher

level assembly, accessory drive carrier

assembly, P/N 1–070–220–03, 1–070–

220–12, or 1–070–220–13. All accessory

drive carrier assemblies, P/Ns 1–070–

220–03, 1–070–220–12, and 1-070–220–

13, installed after November 1, 1985,

and have been identified by serial

number (S/N) are subject to this

inspection. This condition, if not

corrected, could result in accessory

drive carrier assembly failure, which

could result in an N2 overspeed and an

uncontained engine failure.

The FAA has reviewed and approved

the technical contents of AlliedSignal

Inc. Alert Service Bulletin (ASB) No.

T5313B/17A–A0092, Revision 1, dated

July 1, 1997; ASB No. T53–L–13B–

A0092, dated June 4, 1997; and ASB No.

T53–L–703–A0092, dated June 4, 1997.

These ASBs describe procedures for

performing a one-time visual inspection

of accessory drive carrier assemblies for

affected S/Ns designating a defective

assembly, and if the S/N is applicable,

replacement with a serviceable

assembly.

Since an unsafe condition has been

identified that is likely to exist or

develop on other engines of the same

type design, this AD is being issued to

prevent accessory drive carrier assembly

failure. This AD requires a one-time

visual inspection of accessory drive

carrier assemblies for affected S/Ns

designating a potentially defective

assembly, and if the S/N is applicable,

replacement with a serviceable

assembly. The actions are required to be

accomplished in accordance with the

ASBs described previously.

Since a situation exists that requires

the immediate adoption of this

regulation, it is found that notice and

opportunity for prior public comment

hereon are impracticable, and that good

cause exists for making this amendment

effective in less than 30 days.

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
53936 Federal Register / Vol. 62, No. 201 / Friday, October 17, 1997 / Rules and Regulations

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 should 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

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 notice

must submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket Number 97–ANE–38–AD.’’ The

postcard will be date stamped and

returned to the commenter.

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 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, Incorporation by reference,

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:

97–21–07 AlliedSignal Inc.: Amendment

39–10160. Docket 97–ANE–38–AD.

Applicability: AlliedSignal Inc. (formerly

Textron Lycoming) Model T5313B, T5317A,

and T53 series military turboshaft engines

approved for installation on aircraft certified

in accordance with Section 21.25 of the

Federal Aviation Regulations (FAR), with

accessory drive carrier assemblies, Part

Numbers (P/Ns) 1–070–220–03, 1–070–220–

12, and 1–070–220–13, that were installed

after November 1, 1985, and have serial

numbers (S/Ns) listed in AlliedSignal Inc.

Alert Service Bulletins (ASBs) No. T5313B/

17A–A0092, Revision 1, dated July 1, 1997;

ASB No. T53–L–13B–A0092, dated June 4,

1997; or ASB No. T53–L–703–A0092, dated

June 4, 1997. These engines are installed on

but not limited to Bell Helicopter Textron

Model 205A–1 and 205B series helicopters,

Kaman Aircraft Corporation K–1200 series

helicopters, and military helicopters certified

in accordance with Section 21.25 of the FAR.

Note 1: A shipping records, engine

logbooks, work orders, and parts invoices

check may allow an owner or operator to

determine if this AD applies.

Note 2: 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 (b)

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 accessory drive carrier

assembly failure, which could result in an N2

overspeed and an uncontained engine failure,

accomplish the following:

(a) Within 100 hours time in service (TIS),

or 6 months after the effective date of this

AD, whichever occurs first, accomplish the

following in accordance with AlliedSignal

Inc. ASB No. T5313B/17A–A0092, Revision

1, dated July 1, 1997; ASB No. T53–L–13B–

A0092, dated June 4, 1997; and ASB No.

T53–L–703-A0092, dated June 4, 1997, as

applicable:

(1) Visually inspect to determine if the

accessory drive carrier assembly is marked

with an affected S/N listed in the applicable

ASBs.

(2) If the accessory drive carrier assembly

is not marked with an affected S/N listed in

the applicable ASB, no further action is

required.

(3) If the accessory drive carrier assembly

is marked with an affected S/N listed in the

applicable ASB, or the serial number cannot

be positively determined, remove the

accessory drive carrier assembly from service

and replace with a serviceable assembly.

(b) 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, Los

Angeles Aircraft Certification Office.

Operators shall submit their requests through

an appropriate FAA Principal Maintenance

Inspector, who may add comments and then

send it to the Manager, Los Angeles Aircraft

Certification Office.

Note 3: Information concerning the

existence of approved alternative methods of

compliance with this airworthiness directive,

if any, may be obtained from the Los Angeles

Aircraft Certification Office.

(c) 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 aircraft to

a location where the requirements of this AD

can be accomplished.

(d) The actions required by this AD shall

be done in accordance with the following

AlliedSignal Inc. ASBs:

Document No. Pages Revision Date

T5313B/17A–A0092 ..................................................................................................................................... 1–7 1 .............. July 1, 1997.

Total pages: 7

T53–L–13B–A0092 ...................................................................................................................................... 1–7 Original .... June 4, 1997.

Total pages: 7
Federal Register / Vol. 62, No. 201 / Friday, October 17, 1997 / Rules and Regulations 53937

Document No. Pages Revision Date

T53–L–703–A0092 ....................................................................................................................................... 1–7 Original .... June 4, 1997.

Total pages: 7

This incorporation by reference was

approved by the Director of the Federal

Register in accordance with 5 U.S.C. 552(a)

and 1 CFR part 51. Copies may be obtained

from AlliedSignal Aerospace, Attn: Data

Distribution, M/S 64–3/2101–201, P.O. Box

29003, Phoenix, AZ 85038–9003; telephone

(602) 365–2493, fax (602) 365–5577. Copies

may be inspected at the FAA, New England

Region, Office of the Assistant Chief Counsel,

12 New England Executive Park, Burlington,

MA; or at the Office of the Federal Register,

800 North Capitol Street, NW., suite 700,

Washington, DC.

(e) This amendment becomes effective on

November 3, 1997.

Issued in Burlington, Massachusetts, on

October 8, 1997.

Jay J. Pardee,

Manager, Engine and Propeller Directorate,

Aircraft Certification Service.

[FR Doc. 97–27350 Filed 10–16–97; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 97–NM–220–AD; Amendment

39–10164; AD 97–21–11]

RIN 2120–AA64

Airworthiness Directives; Short

Brothers Model SD3–30 Series

Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that is

applicable to all Short Brothers Model

SD3–30 series airplanes. This action

requires a one-time inspection to

measure the depth of the skin flutes of

the skin panels of the rudder and

elevators, and repair, if necessary. This

amendment is prompted by reports

indicating that, due to a manufacturing

process error, the depth of certain skin

flutes of the rudder and elevators is less

than the design specification. The

actions specified in this AD are

intended to prevent structural damage

and/or loss of the rudder or elevators if

the airplane is operated under ultimate

load conditions, which could result in

reduced controllability of the airplane.

DATES: Effective November 3, 1997.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of November

3, 1997.

Comments for inclusion in the Rules

Docket must be received on or before

November 17, 1997.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–103,

Attention: Rules Docket No. 97–NM–

220–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

The service information referenced in

this AD may be obtained from Short

Brothers, Airworthiness & Engineering

Quality, P.O. Box 241, Airport Road,

Belfast BT3 9DZ, Northern Ireland. This

information may be examined at the

FAA, Transport Airplane Directorate,

1601 Lind Avenue, SW., Renton,

Washington; or at the Office of the

Federal Register, 800 North Capitol

Street, NW., suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT: Gary

D. Lium, Aerospace Engineer,

Standardization Branch, ANM–113,

FAA, Transport Airplane Directorate,

1601 Lind Avenue, SW., Renton,

Washington 98055–4056; telephone

(425) 227–1112; fax (425) 227–1149.

SUPPLEMENTARY INFORMATION: The Civil

Aviation Authority (CAA), which is the

airworthiness authority for the United

Kingdom, recently notified the FAA that

an unsafe condition may exist on all

Short Brothers Model SD3–30 series

airplanes. The CAA advises of findings

that the depth of the skin flutes of the

port and starboard skin panels of the

rudder and elevators is less than the

appropriate depth specified by the

design specification. The problem was

noticed during the production of skin

flutes for the SD3–60 SHERPA series

airplanes, and it was noted that the

same manufacturing process was used

for Model SD3–30 series airplanes. (The

manufacturer advises that all SD3–60

SHERPA series airplanes have been

inspected, and that no unsafe condition

exists with regard to the skin flutes on

these airplanes; therefore, Model SD3–

60 SHERPA series airplanes are not

included in the applicability of this

AD.) Such inadequate depth of the skin

flutes, if not corrected, could result in

structural damage and/or loss of the

rudder or elevators if the airplane is

operated under ultimate load

conditions, and consequent reduced

controllability of the airplane.

Explanation of Relevant Service

Information

The manufacturer has issued Service

Bulletin SD330–55–19, dated February

11, 1997, which describes procedures

for performing a one-time inspection to

measure the depth of the skin flutes of

the skin panels of the rudder and

elevators, and repair, if necessary. The

CAA classified this service bulletin as

mandatory and issued British

airworthiness directive 006–02–97 in

order to assure the continued

airworthiness of these airplanes in the

United Kingdom.

FAA’s Conclusions

This airplane model is manufactured

in the United Kingdom and is type

certificated for operation in the United

States under the provisions of section

21.29 of the Federal Aviation

Regulations (14 CFR 21.29) and the

applicable bilateral airworthiness

agreement. Pursuant to this bilateral

airworthiness agreement, the CAA has

kept the FAA informed of the situation

described above. The FAA has

examined the findings of the CAA,

reviewed all available information, and

determined that AD action is necessary

for products of this type design that are

certificated for operation in the United

States.

Explanation of Requirements of Rule

Since an unsafe condition has been

identified that is likely to exist or

develop on other airplanes of the same

type design registered in the United

States, this AD is being issued to

prevent structural damage and/or loss of

the rudder or elevators if the airplane is

operated under ultimate load

conditions, and consequent reduced

controllability of the airplane. This AD

requires a one-time inspection to

measure the depth of the skin flutes of

the skin panels of the rudder and

elevators, and repair, if necessary. The

inspection is required to be

accomplished in accordance with the

service bulletin described previously.

The repair of any discrepant skin flute

is required to be accomplished in

accordance with a method approved by

the FAA.