Federal Register / Vol. 65, No. 191 / Monday, October 2, 2000 / Rules and Regulations 58645

Issued in Renton, Washington, on

September 21, 2000.

Donald L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 00–24751 Filed 9–29–00; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–NE–38–AD; Amendment

39–11913; AD 2000–20–02]

RIN 2120–AA64

Airworthiness Directives; General

Electric Company CF6–50 Series

Turbofan 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 General Electric Company

(GE) CF6–50 series turbofan engines.

This action requires inspection of the

low pressure turbine nozzle lock

assemblies, and replacement of the

borescope plug with a new design plug.

This amendment is prompted by three

uncontained engine failures. The

actions specified in this AD are

intended to detect loose or missing LPT

nozzle lock assembly studs that could

lead to failure of the locks and

subsequent uncontained failure of the

engine.

DATES: Effective October 17, 2000. The

incorporation by reference of certain

publications listed in the rule is

approved by the Director of the Federal

Register as of October 17, 2000.

Comments for inclusion in the Rules

Docket must be received on or before

December 1, 2000.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), New England

Region, Office of the Regional Counsel,

Attention: Rules Docket No. 2000–NE–

38–AD, 12 New England Executive Park,

Burlington, MA 01803–5299. Comments

may also be sent via the Internet using

the following address: ‘‘9-aneadcomment@faa.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 General

Electric Company via Lockheed Martin

Technology Services, 10525 Chester

Road, Suite C, Cincinnati, Ohio 45215,

telephone (513) 672–8400, fax (513)

672–8422. This information may be

examined at the FAA, New England

Region, Office of the Regional 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:

Karen Curtis, Aerospace Engineer,

Engine Certification Office, FAA, Engine

and Propeller Directorate, 12 New

England Executive Park, Burlington, MA

01803–5299; telephone: (781) 238–7192,

fax: (781) 238–7199.

SUPPLEMENTARY INFORMATION: On April

25, 2000, a DC10–30 experienced an

uncontained engine failure during

takeoff. Ground inspection found

uncontainment of the low pressure

turbine (LPT) case, airplane damage,

and ingestion damage to the other two

engines. An investigation revealed that

the failure of stage 2 LPT nozzle lock

assemblies made of Waspalloy material

resulted in the uncontained failure of all

stage 2 nozzle segments.

Since that time, there have been two

more uncontained engine failures, on

September 5, 2000, and September 7,

2000, that have been attributed to the

failure of Waspalloy stage 2 LPT nozzle

lock assembly studs.

Before these three events, there had

been two uncontained failures of stage

2 LPT nozzle lock assemblies made of

Rene 41 material. One failure was in

April 1991 which was contained within

the cowl with no damage to the

airplane, and one in 1996 that also

penetrated the cowl and resulted in

minor damage to the airplane. There

was also one unscheduled engine

removal (UER) for broken Rene 41

nozzle lock assembly studs in 1997 and

two UER’s for broken Waspalloy

assemblies; one in January 1999, and

one in December 1999.

Loose or missing LPT nozzle lock

assembly studs could lead to failure of

the locks and subsequent uncontained

failure of the engine.

Manufacturer’s Service Information

The FAA has reviewed and approved

the technical contents of GE Alert

Service Bulletin (ASB) CF6–50 72–

A1196, dated September 15, 2000, that

describes procedures for replacing the

existing stage 2 LPT nozzle borescope

plug, part number (P/N) 9022M63G13,

with borescope plug P/N 2083M99P01.

This new plug provides an additional

antirotation feature for the nozzle

segments in the event of failure of the

nozzle locks.

Interim Action Requirements of This

AD

Since an unsafe condition has been

identified that is likely to exist or

develop on other GE CF6–50 series

turbofan engines of the same type

design, this AD is being issued as an

interim action to detect loose or missing

LPT nozzle lock assembly studs that

could lead to failure of the lock

assemblies, and subsequent

uncontained failure of the engine. This

AD requires:

• Initial and repetitive inspections of

the lock assemblies for loose or missing

studs.

• Replacement of all of the stage 2

LPT lock assemblies with new

assemblies before further flight if a loose

or missing stud is found.

• Installation of borescope plug P/N

2083M99P01. This new borescope plug

is designed to prevent rotation of the

stage 2 LPT nozzle if the nozzle lock

assemblies fail.

• Inspection of the area surrounding

the borescope plug for evidence of

buckling or cracks whenever the nozzle

lock studs are inspected.

• Replacement of the LPT stator case

assembly with a serviceable part before

further flight if any buckling or cracks

are found.

The borescope plug must be replaced

as specified in ASB CF6–50 72–A1196.

Immediate Adoption of This AD

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

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

58646 Federal Register / Vol. 65, No. 191 / Monday, October 2, 2000 / Rules and Regulations

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 2000–NE–38–AD.’’ The

postcard will be date stamped and

returned to the commenter.

Regulatory Impact

This proposed rule does not have

federalism implications, as defined in

Executive Order No. 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 proposed rule.

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 Title

14 of the Code of Federal 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:

2000–20–02 General Electric Company:

Amendment 39–11913. Docket 2000–

NE–38–AD.

Applicability: This airworthiness directive

(AD) is applicable to General Electric

Company (GE) CF6–50 series turbofan

engines. These engines are installed on, but

not limited to, Airbus Industries A300,

Boeing Airplane Company 747, and

McDonnell Douglas Corporation DC10

airplanes.

Note 1: This 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 (h) 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

Compliance with this AD is required as

indicated, unless already done.

To detect loose or missing LPT nozzle lock

assembly studs that could lead to failure of

the locks and subsequent uncontained failure

of the engine, do the following:

Initial Inspection of Stage 2 LPT Nozzle Lock

Assemblies

(a) Visually inspect the stage 2 LPT nozzle

lock assemblies for loose or missing studs

within the following times after the effective

date of this AD information about on-wing

visual inspections may be found in the

appropriate aircraft maintenance manual

(AMM):

Time on lock

assembly

Inspect within the

earlier of

(1) 5,500 or fewer

hours time-sincenew (TSN) on the

effective date of

this AD.

500 hours time-inservice (TIS) or 60

days after the effective date of this

AD.

(2) Greater than

5,500 hours TSN

on the effective

date of this AD, or

if TSN is not known.

250 hours TIS or 30

days after the effective date of this

AD.

(b) If any stage 2 LPT nozzle lock assembly

stud is loose or missing, replace all of the

stage 2 LPT nozzle lock assemblies with new

nozzle lock assemblies before the further

flight.

Repetitive Inspection of Stage 2 LPT Nozzle

Lock Assemblies

(c) Thereafter, visually inspect the stage 2

LPT nozzle lock assemblies for loose or

missing studs within the following timessince-last-inspection (TSLI) information

about on-wing visual inspections may be

found in the appropriate AMM:

Time on lock

assembly Repetitive inspection

(1) 5,500 or fewer

hours TSN.

500 hours TSLI.

(2) Greater than

5,500 hours TSN or

if TSN is not known.

250 hours TSLI.

(d) If any stage 2 LPT nozzle lock assembly

stud is loose or missing, place all of the stage

2 LPT nozzle lock assemblies with new

nozzle lock assemblies before further flight.

Replacement of Borescope Plug

(e) On engines with lock assemblies that

have the following times on the effective date

of this AD, remove the existing stage 2 LPT

nozzle borescope plug, part number P/N

9022M63G13, and install borescope plug P/

N 2083M99P01, or a plug with the alternate

P/N’s 305–381–303–0 or 2110M79P01, in

accordance with the Accomplishment

Instructions 3.A through 3.B.(7) of GE alert

service bulletin (ASB) CF6–50 72–A1196,

dated September 15, 2000:

Time on lock

assembly

Install borescope plug

within the earlier of

(1) 5,500 or fewer

hours TSN on the

effective date of

this AD.

500 hours TIS or 60

days after the effective date of this

AD.

(2) Greater than

5,500 hours TSN

on the effective

date of this AD.

250 hours TIS or 30

days after the effective date of this

AD.

(f) Do not install borescope plug P/N

9022M63G13 in the borescope inspection

port for the stage 2 LPT nozzle after the plug

has been replaced in accordance with

paragraph (e) of this AD.

Inspection for Buckling and Cracks

(g) For engines on which the borescope

plug has been replaced in accordance with

paragraph (e) of this AD, visually inspect the

LPT stator case assembly around the stage 2

LPT borescope inspection port boss each

time the lock assemblies are inspected, as

specified in paragraph (c) of this AD, for

evidence of buckling or cracks. If buckling or

cracks are found, replace the LPT stator case

assembly before further flight with a

serviceable case.

Alternative Methods of Inspection

(h) An alternative method of compliance of

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

Federal Register / Vol. 65, No. 191 / Monday, October 2, 2000 / Rules and Regulations 58647

submit their requests 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 airworthiness directive,

if any, may be obtained from the ECO.

Special Flight Permits

(i) Special flights 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.

Documents That Have Been Incorporated by

Reference

(j) The borescope plug replacement must

be done in accordance with GE ASB CF6–50

72C–A1196, dated September 15, 2000. 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 General

Electric Company via Lockheed Martin

Technology Services, 10525 Chester Road,

Suite C, Cincinnati, Ohio 45215, telephone

(513) 672–8400, fax (513) 672–8422. Copies

may be inspected at the FAA, New England

Region, Office of the Regional 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.

Effective Date

(k) This amendment becomes effective on

October 17, 2000.

Issued in Burlington, Massachusetts, on

September 21, 2000.

Mark C. Fulmer,

Acting Manager, Engine and Propeller

Directorate, Aircraft Certification Service.

[FR Doc. 00–24901 Filed 9–29–00; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–SW–21–AD; Amendment

39–11917; AD 2000–20–06]

RIN 2120–AA64

Airworthiness Directives; Agusta

S.p.A. Model A109K2 and A109E

Helicopters

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) for

Agusta S.p.A. (Agusta) Model A109K2

and A109E helicopters. This AD

requires replacing a certain main

transmission aft support fitting (aft

support fitting) with an airworthy aft

support fitting within specified time

intervals and establishes a retirement

life for certain aft support fittings. This

AD is prompted by three failures of the

engine to main gearbox drive shaft due

to fatigue cracks on the aft support

fittings. This condition, if not corrected,

could result in excessive displacement

of the main gearbox, failure of an engine

to main gearbox drive shaft, loss of

power to the main rotor, and a

subsequent forced landing.

DATES: Effective October 17, 2000.

Comments for inclusion in the Rules

Docket must be received on or before

December 1, 2000.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Office of the

Regional Counsel, Southwest Region,

Attention: Rules Docket No. 2000–SW–

21–AD, 2601 Meacham Blvd., Room

663, Fort Worth, Texas 76137. You may

also send comments electronically to

the Rules Docket at the following

address: 9-asw-adcomments@faa.gov.

FOR FURTHER INFORMATION CONTACT:

Uday Garadi, Aviation Safety Engineer,

FAA, Rotorcraft Directorate, Rotorcraft

Standards Staff, Fort Worth, Texas

76193–0110, telephone (817) 222–5123,

fax (817) 222–5961.

SUPPLEMENTARY INFORMATION: The Ente

Nazionale per l’Aviazione Civile

(ENAC), which is the airworthiness

authority for Italy, notified the FAA that

an unsafe condition may exist on Agusta

Model A109K2 and A109E helicopters.

The ENAC advises replacing certain

support fittings.

Agusta has issued Alert Bollettino

Tecnico (Technical Bulletin) No. 109K–

25 and No. 109EP–7, both dated March

3, 2000, which specify replacing the left

and right aft aluminum support fittings

with improved steel support fittings and

establishes a new retirement life for the

aluminum support fittings installed on

the aft end of the main transmission.

The ENAC classified those technical

bulletins as mandatory and issued AD

No. 2000–128, dated March 6, 2000, to

assure the continued airworthiness of

these helicopters in Italy.

These helicopter models are

manufactured in Italy and are 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 ENAC has

kept the FAA informed of the situation

described above. The FAA has

examined the findings of the ENAC,

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.

The FAA has identified an unsafe

condition that is likely to exist or

develop on other Agusta Model A109K2

and A109E helicopters of the same type

designs registered in the United States.

This AD is being issued to prevent

cracks on the aft support fittings that

could result in excessive displacement

of the main gearbox, failure of an engine

to main gearbox drive shaft, loss of

power to the main rotor, and a

subsequent forced landing. This AD

requires replacing any aft support

fitting, P/N 109–0325–08–01, with an

airworthy support fitting, P/N 109–

0325–08–109, within specified time

intervals and establishes a retirement

life of 150 hours TIS for support fittings,

P/N 109–0325–08–01, installed on the

aft end of the main transmission.

Installing the support fittings, P/N 109–

0325–08–109, constitutes terminating

action for the requirements of this AD.

The short compliance time involved is

required because the previously

described critical unsafe condition can

adversely affect the structural integrity

of the helicopter. Therefore, replacing

certain support fittings with 140 hours

TIS or more is required within 10 hours

TIS, and this AD must be issued

immediately.

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.

The FAA estimates that 4 helicopters

will be affected by this AD, that it will

take approximately 9 work hours per

Agusta Model A109E helicopter and 6

work hours per Agusta Model A109K2

helicopter to replace the support

fittings, and that the average labor rate

is $60 per work hour. The manufacturer

has stated in the technical bulletins that

labor will be reimbursed up to $40 per

work hour for the Agusta Model A109E,

and all required parts for both model

helicopters will be provided under

warranty. Based on these figures, the

total cost impact of the AD on U.S.

operators is estimated to be $1,440.

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