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
1040 Federal Register / Vol. 62, No. 5 / Wednesday, January 8, 1997 / Rules and Regulations

cooling plate failures. The actions

specified by this AD are intended to

prevent gas generator turbine stage 2

forward cooling plate failure, which

could result in an uncontained engine

failure.

DATES: Effective March 10, 1997.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of March 10,

1997.

ADDRESSES: The service information

referenced in this AD may be obtained

from GE Aircraft Engines, 1000 Western

Ave., Lynn, MA 01910; telephone (617)

594–3140, fax (617) 594–4805. This

information may be examined at the

Federal Aviation Administration (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:

Dave Keenan, Aerospace Engineer,

Engine Certification Office, FAA, Engine

and Propeller Directorate, 12 New

England Executive Park, Burlington, MA

01803–5299; telephone (617) 238–7139,

fax (617) 238–7199.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39) to

include an airworthiness directive (AD)

that is applicable to General Electric

Aircraft Engines (GE) CT7 series

turboprop engines was published in the

Federal Register on September 17, 1996

(61 FR 48866). That action proposed to

require replacement of the gas generator

turbine stage 2 forward cooling plate

within 30 days after the effective date of

the AD, or prior to reaching the new,

reduced cyclic life limits listed in the

Accomplishment Instructions of GE

Aircraft Engines (CT7–TP Series) SB

A72–381, dated January 17, 1996,

whichever occurs later.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. No

comments were received on the

proposal or the FAA’s determination of

the cost to the public.

The FAA has determined that an

additional paragraph (e) is necessary to

fully implement the new life limits for

gas generator turbine (GGT) stage 2

forward cooling plates, Part Number (P/

N) 60604T10P01 and P/N 5086T91P02.

The FAA has determined that air safety

and the public interest require the

adoption of the rule with this change,

and that this change will neither

increase the economic burden on any

operator nor increase the scope of the

AD.

There are approximately 1,100

engines of the affected design in the

worldwide fleet. The FAA estimates that

500 engines installed on aircraft of U.S.

registry will be affected by this AD, that

it will take approximately 8 work hours

per engine to accomplish the required

actions, and that the average labor rate

is $60 per work hour. Parts will be

supplied by the manufacturer to

operators under GE’s Engine Care

Maintenance Plan (ECMP). At this time,

all operators fall under the ECMP. Based

on these figures, the total cost impact of

the AD of U.S. operators is estimated to

be $240,000.

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.

For the reasons discussed above, I

certify that this action (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. A final evaluation has

been prepared for this action and it is

contained in the Rules Docket. A copy

of it 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:

96–26–01 General Electric Aircraft

Engines: Amendment 39–9864. Docket

96–ANE–06.

Applicability: General Electric Aircraft

Engines (GE) Models CT7–5A2, –7A, –9B,

and –9C turboprop engines, with gas

generator turbine (GGT) stage 2 forward

cooling plates, Part Number (P/N)

6064T10P01 and P/N 5086T91P02, installed.

These engines are installed on but not

limited to Construcciones Aeronauticas, SA

(CASA) CN–235 series and SAAB–SCANIA

SF340 series aircraft.

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 (c)

of this AD. The request should include an

assessment of the effect of the modification,

alteration, or repair of 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 GGT stage 2 forward cooling

plate failure, which could result in an

uncontained engine failure, accomplish the

following:

(a) Within 30 days after the effective date

of this AD, or prior to reaching the new,

reduced cyclic life limits listed in the

Accomplishment Instructions of GE Aircraft

Engines (CT7–TP Series) Service Bulletin

(SB) A72–381, dated January 17, 1996,

whichever occurs later, remove from service

GGT stage 2 forward cooling plates, and

replace with a serviceable part, which is

defined as a GGT stage 2 forward cooling

plate that has less than the new, reduced

cyclic limits on the effective date of this AD,

as defined in that SB.

(b) This action establishes the following

new, reduced cyclic life limits for affected

GGT stage 2 forward cooling plates:

(1) 8,000 cycles since new (CSN) for GGT

stage 2 forward cooling plates, P/N

6064T10P01, identified by serial numbers

listed in Tables 1 and 2 of GE Aircraft

Engines (CT7–TP Series) SB No. A72–381,

dated January 17, 1996, for GE CT7–5A2,

–7A, –9B, and –9C engine models.

(2) 12,000 CSN for GGT stage 2 forward

cooling plates, P/N 6064T10P01 (not listed in

(1) above), and P/N 5086T91P02, for GE CT7–

5A2 and –7A engine models.

(3) 9,000 CSN for GGT stage 2 forward

cooling plates, P/N 6064T10P01 (not listed in

(1) above), and P/N 5086T91P02, for GE CT7–

9B/–9C engine models.

(c) An alternative method of compliance or

adjustment of the compliance time that

provides an acceptable level of safety may be
Federal Register / Vol. 62, No. 5 / Wednesday, January 8, 1997 / Rules and Regulations 1041

used if approved by the Manager, Engine

Certification Office. The request should be

forwarded through an appropriate FAA

Principal Maintenance Inspector, who may

add comments and then send it to the

Manager, Engine Certification Office.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this airworthiness directive,

if any, may be obtained from the Engine

Certification Office.

(d) 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.

(e) Thereafter, except as provided in

paragraphs (c) and (d) of this AD, no

alternative replacement times may be

approved for GGT stage 2 forward cooling

plates, P/N 6064T10P01, and P/N

5086T91P02.

(f) The actions required by this AD shall be

done in accordance with the following GE

Aircraft Engines (CT7–TP Series) SB:

Document No Pages Date

A72–381 ............. 1–13 Jan. 17, 1996.

Total Pages: 13.

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 GE Aircraft Engines, 1000 Western Ave.,

Lynn, MA 01910; telephone (617) 594–3140,

fax (617) 594–4805. 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.

(g) This amendment becomes effective on

March 10, 1997.

Issued in Burlington, Massachusetts, on

December 16, 1996.

Jay J. Pardee,

Manager, Engine and Propeller Directorate,

Aircraft Certification Service.

[FR Doc. 97–474 Filed 1–7–97; 8:45am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 95–ANE–66; Amendment 39–

9863; AD 96–25–20]

RIN 2120–AA64

Airworthiness Directives; Hamilton

Standard 14RF and 14SF Series, and

Hamilton Standard/British Aerospace

Model 6/5500/F Propellers

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to Hamilton Standard 14RF

and 14SF series, and Hamilton

Standard/British Aerospace Model 6/

5500/F propellers, that requires initial

and repetitive inspections of critical

control components, and removal and

replacement with serviceable parts

those critical control components that

do not meet the return to service

criteria. This amendment is prompted

by failure modes effects analysis

(FMEA), certification test data,

engineering analysis, and repair actions

performed at overhaul depots. The

actions specified by this AD are

intended to prevent loss of propeller

control due to failure of critical control

components, which could result in loss

of control of the aircraft.

DATES: Effective February 7, 1997.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of February 7,

1997.

ADDRESSES: The service information

referenced in this AD may be obtained

from Publication Distribution, Hamilton

Standard, One Hamilton Road, Windsor

Locks, CT 06096–1010; fax (860) 654–

6906. This information may be

examined at the Federal Aviation

Administration (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:

Frank Walsh, Aerospace Engineer,

Boston Aircraft Certification Office,

FAA, Engine and Propeller Directorate,

12 New England Executive Park,

Burlington, MA 01803–5299; telephone

(617) 238–7158, fax (617) 238–7199.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39) to

include an airworthiness directive (AD)

that is applicable to Hamilton Standard

Models 14RF–9, 14RF–19, 14RF–21;

14SF–5, 14SF–7, 14SF–11, 14SF–11L,

14SF–15, 14SF–17, 14SF–19, 14SF–23;

and Hamilton Standard/British

Aerospace 6/5500/F propellers was

published in the Federal Register on

December 13, 1995 (60 FR 63988). That

action proposed to require initial and

repetitive inspections of critical aspects

of the transfer tube assembly, actuator

assembly, and propeller control unit

(PCU) for wear. This AD would also

require, prior to further flight, removing

and replacing with serviceable parts

those critical components that do not

meet the return to service criteria.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

comments received.

Three commenters state that the

initial AD inspection interval for the

transfer tube should be 10,500 hours

time in service (TIS) as noted in the

appropriate Hamilton Standard Service

Bulletin (SB) and supported by the

manufacturers wear data. The

commenters also indicated that the time

interval of 10,500 hours TIS is

significant since it coincides with the

Major Inspection Interval (MII) that

many operators adhere to on certain

propeller installations. In addition, the

commenters requested that credit be

given to MII inspections that have been

done recently that meet the inspection

requirements of the appropriate SBs.

The FAA concurs in part. Although

the wear data supports an inspection

interval by more than 3 times the 10,500

hour TIS interval, the FAA has

determined that the initial inspection

should be accomplished within 6,000

hours TIS, or 3 years, whichever occurs

first, after the effective date of this AD.

The initial inspection compliance time

was selected because the transfer tubes

have not been time tracked. The 6,000

hours TIS initial inspection compliance

time will result in all transfer tubes to

be inspected within a time interval

supported by the wear data. Also, credit

cannot be given to components

inspected during the MII unless the

components were inspected in

accordance with the appropriate critical

parts inspection SBs. The FAA intends

to give credit for critical parts

inspections performed in accordance

with the appropriate SBs that have

already been performed within the

10,500 hours TIS interval.

The initial inspection also coincides

with the installation of the new major

alteration feature, Secondary Drive Quill

(SDQ) that is mandated by AD 95–22–

12 to be completed prior to June 30,

1998. This coordination effort will give

a smooth phase-in of all requirements

with a minimal impact on record

keeping and operational commitments.

To conclude, the FAA has determined

that an initial inspection within 6,000

hours TIS, or 3 years whichever occurs

first, after the effective date of this AD

will safely introduce the transfer tube

into a repetitive inspection at 10,500

hours TIS intervals thereafter.

Two commenters state that at present

there is no tracking of time in service for

these components and that tracking will

be unduly burdensome. The FAA

concurs that there is no current

requirement to track component time in

service, but disagrees that adding the

requirement to track time would be

unduly burdensome since time tracking