Federal Register / Vol. 65, No. 207 / Wednesday, October 25, 2000 / Rules and Regulations 63793

§ 39.13 [Amended]

2. Section 39.13 is amended by

removing amendment 39–10008 (62 FR

24013, May 2, 1997), and by adding a

new airworthiness directive (AD),

amendment 39–11943, to read as

follows:

2000–21–11 Raytheon Aircraft Company:

Amendment 39–11943. Docket 99–NM–

345–AD. Supersedes AD 97–09–12,

Amendment 39–10008.

Applicability: Model DH.125, BH.125, and

HS.125 series airplanes, as listed in Raytheon

Aircraft Service Bulletin SB 53–93, Revision

2, dated April 2000; certificated in any

category.

Note 1: This AD applies to each airplane

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

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 (e) 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 scoring of the upper

fuselage skin around the periphery of the

cockpit canopy blister interface, which could

result in reduced structural integrity of the

fuselage skin, and consequent cabin

depressurization; accomplish the following:

Restatement of the Requirements of AD 97–

09–12:

(a) For Model DH.125–1A, –3A, and –400A

series airplanes, as identified in Raytheon

Aircraft Service Bulletin SB 53–93, dated

May 16, 1996: Within 90 days after June 6,

1997 (the effective date of AD 97–09–12,

amendment 39–10008), perform a one-time

detailed visual inspection to detect scoring of

the upper fuselage skin around the periphery

of the cockpit canopy blister interface, in

accordance with the service bulletin.

(b) If no scoring is detected during the

inspection required by paragraph (a) of this

AD, no further action is required by this AD.

(c) If any scoring is detected during the

inspection required by paragraph (a) of this

AD, prior to further flight, determine the

maximum location and details of each score,

including the edge distance and material

thickness, in accordance with Raytheon

Aircraft Service Bulletin SB 53–93, dated

May 16, 1996.

(1) If any scoring is found that is within the

limits specified in the service bulletin, prior

to further flight, repair in accordance with

the service bulletin.

(2) If any scoring is found that is outside

the limits specified in the service bulletin,

prior to further flight, repair in accordance

with a method approved by the Manager,

Wichita Aircraft Certification Office (ACO),

FAA.

New Requirements of this AD:

(d) For airplanes identified in Raytheon

Aircraft Service Bulletin SB 53–93, Revision

2, dated April 2000, and not previously

identified in paragraph (a) of this AD: Within

90 days after the effective date of this AD,

perform a one-time detailed visual inspection

to detect scoring of the upper fuselage skin

around the periphery of the cockpit canopy

blister interface, in accordance with

Raytheon Aircraft Service Bulletin SB 53–93,

Revision 2, dated April 2000.

(1) If no scoring is detected during the

inspection required by paragraph (d) of this

AD, no further action is required by this AD.

(2) If any scoring is detected during the

inspection required by paragraph (d) of this

AD, prior to further flight, determine the

location and details of each score, including

the edge distance and material thickness, in

accordance with the service bulletin.

(i) If any scoring is found that is within the

limits specified in the service bulletin, prior

to further flight, repair in accordance with

the service bulletin.

(ii) If any scoring is found that is outside

the limits specified in the service bulletin,

prior to further flight, repair in accordance

with a method approved by the Manager,

Wichita ACO.

Note 2: Any inspections and repairs

accomplished prior to the effective date in

accordance with Raytheon Service Bulletin

SB 53–93, Revision 1, dated April 1999, are

considered acceptable for compliance for the

applicable actions required by this AD.

Alternative Methods of Compliance

(e) 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, Wichita

ACO. Operators shall submit their requests

through an appropriate FAA Principal

Maintenance Inspector, who may add

comments and then send it to the Manager,

Wichita ACO.

Note 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Wichita ACO.

Special Flight Permits

(f) Special flight permits may be issued in

accordance with §§ 21.197 and 21.199 of the

Federal Aviation Regulations (14 CFR 21.197

and 21.199) to operate the airplane to a

location where the requirements of this AD

can be accomplished.

Incorporation by Reference

(g) Except as provided by paragraphs (c)(2)

and (d)(2)(ii) of this AD, the actions shall be

done in accordance with Raytheon Aircraft

Service Bulletin SB 53–93, dated May 16,

1996; and Raytheon Aircraft Service Bulletin

SB 53–93, Revision 2, dated April 2000; as

applicable.

(1) The incorporation by reference of

Raytheon Aircraft Service Bulletin SB 53–93,

Revision 2, dated April 2000, is approved by

the Director of the Federal Register in

accordance with 5 U.S.C. 552(a) and 1 CFR

part 51.

(2) The incorporation by reference of

Raytheon Aircraft Service Bulletin SB 53–93,

dated May 16, 1996, was approved

previously by the Director of the Federal

Register as of June 6, 1997 (62 FR 24013, May

2, 1997).

(3) Copies may be obtained from Raytheon

Aircraft Company, Commercial Service

Department, P.O. Box 85, Wichita, Kansas

67201–0085. Copies may be inspected at the

FAA, Transport Airplane Directorate, 1601

Lind Avenue, SW., Renton, Washington; or at

the FAA, Wichita Aircraft Certification

Office, 1801 Airport Road, Room 100, MidContinent Airport, Wichita, Kansas; or at the

Office of the Federal Register, 800 North

Capitol Street, NW., suite 700, Washington,

DC.

Effective Date

(h) This amendment becomes effective on

November 29, 2000.

Issued in Renton, Washington, on October

17, 2000.

Donald L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 00–27120 Filed 10–24–00; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–NE–47–AD; Amendment

39–11947; AD 2000–22–01]

RIN 2120–AA64

Airworthiness Directives; Pratt &

Whitney PW4000 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 certain Pratt & Whitney

(PW) PW4000 series turbofan engines

that are equipped with the high pressure

compressor (HPC) cutback stator (CBS)

configuration and that are used on

Boeing 747, Boeing 767, and McDonnell

Douglas MD–11 series airplanes. This

action requires Operators to limit the

number of engines with the HPC CBS

configuration to one per airplane, and

prohibits installation of engines with

HPC modules modified after the

effective date of this AD to incorporate

the HPC CBS configuration. This

amendment is prompted by reports of

HPC surges in engines that have the

HPC CBS configuration. The actions

specified in this AD are intended to

prevent a multiple-engine power loss

due to HPC surges, which could result

in engine power loss at a critical phase

of flight such as takeoff or climb.

63794 Federal Register / Vol. 65, No. 207 / Wednesday, October 25, 2000 / Rules and Regulations

DATES: Effective November 9, 2000.

Comments for inclusion in the Rules

Docket must be received on or before

December 26, 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–

47–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 docket file for this AD may be

examined at the FAA, New England

Region, Office of the Regional Counsel,

12 New England Executive Park,

Burlington, MA.

FOR FURTHER INFORMATION CONTACT:

Peter White, Aerospace Engineer,

Engine Certification Office, FAA, Engine

and Propeller Directorate, 12 New

England Executive Park, Burlington, MA

01803–5299; telephone (781) 238–7128,

fax (781) 238–7199.

SUPPLEMENTARY INFORMATION: The FAA

has been informed of nine surge events

on PW4000 series engines that

incorporate the HPC CBS configuration

and that are used on Boeing 747, Boeing

767, and McDonnell Douglas MD–11

series airplanes. The surges were as

follows:

• two occurred during takeoff,

• two occurred during climb,

• four occurred during ground

testing,

• one occurred in a test cell shortly

after selecting takeoff power.

The FAA issued AD 99–17–16,

Amendment 39–11263 on August 12,

1999 (64 FR 45426, August 20, 1999).

That AD requires short-term criteria for

limiting the number of engines with

potentially reduced stability on each

airplane to no more than one engine,

requires initial and repetitive on-wing

or test cell cold-engine HPC stability

tests, requires removal of engines from

service that fail on-wing test acceptance

criteria, and allows a follow-on test cell

stability test. AD 99–17–16 also

establishes required intervals for

stability testing of the remaining engine

with potentially reduced stability on the

airplane and requirements for reporting

test data. That amendment was

prompted by a report of a dual-engine

HPC surge event and reports of singleengine HPC surge events during the

takeoff and climb phases of flight.

Subsequent to that AD, PW

introduced a new design and full

authority digital electronic control

(FADEC) logic changes to address the

problem of HPC rear stage surges. After

the two latest surge events that occurred

during takeoff, PW’s preliminary

analysis indicates that these events

originated in the front stages of the HPC.

A Weibull analysis conducted by PW

revealed that the takeoff surge rate on

engines with the HPC CBS configuration

is about 11 times higher than the

historical takeoff surge of the HPC nonCBS configuration. This condition, if

not corrected, could result in a multipleengine power loss due to HPC surges,

which could result in engine power loss

at a critical phase of flight such as

takeoff or climb. The investigation is ongoing and we may take further

rulemaking action. We have coordinated

with the Transport Airplane Directorate,

the office responsible for certificating

the airplanes on which the engines are

installed.

Applicability of AD 99–17–16 to HPC

CBS Engines

The stability testing defined in AD

99–17–16 is ineffective in evaluating the

stability of the HPC CBS configuration,

because those tests assess rear stage HPC

stability and not front stage HPC

stability, which is limiting for the HPC

CBS configuration engines. The FAA

has issued alternative methods of

compliance (AMOC’s) to PW intended

for use by all operators for certain HPC

CBS configuration engines exempting

them from the initial and repetitive

testing requirements of AD 99–17–16.

These AMOC’s are not affected by this

AD.

Requirements of This AD

Since an unsafe condition has been

identified that is likely to exist or

develop on other PW4000 series

turbofan engines of the same type

design, this AD is being issued to

prevent a multiple-engine power loss

due to HPC surges, which could result

in engine power loss at a critical phase

of flight, such as takeoff or climb. This

AD requires limiting the number of

engines with the HPC CBS configuration

installed, and that are used on Boeing

747, Boeing 767, and McDonnell

Douglas MD–11 series airplanes, to one

on each airplane according to the cyclic

limits specified in this AD. This AD also

prohibits using engines with HPC

modules that incorporated PW service

bulletin (SB) PW4ENG 72–706, Revision

No. 3, dated July 17, 2000, or earlier

revision, or SB PW4ENG 72–711, dated

June 13, 2000, after the effective date of

this AD.

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

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 action

must submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket No. 2000–NE–47–AD.’’ The

postcard will be date stamped and

returned to the commenter.

Regulatory Impact

This rule does not have federalism

implications, as defined in Executive

Order 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

rule.

The FAA has determined that this

regulation is an emergency regulation

that must be issued immediately to

Federal Register / Vol. 65, No. 207 / Wednesday, October 25, 2000 / Rules and Regulations 63795

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, 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:

2000–22–01 Pratt & Whitney: Amendment

39–11947. Docket 2000–NE–47–AD.

Applicability

This airworthiness directive (AD) is

applicable to PW4050, PW4052, PW4056,

PW4060, PW4060A, PW4060C, PW4062,

PW4460, and PW4462 turbofan engines that

have high pressure compressor (HPC)

modules that have incorporated Pratt &

Whitney (PW) cutback stator (CBS)

configuration service bulletin (SB) PW4ENG

72–706, Revision 3, dated July 17, 2000, or

earlier Revision, or SB PW4ENG 72–711,

dated June 13, 2000. These engines are used

on, but not limited to, Boeing 747, Boeing

767, and McDonnell Douglas MD–11 series

airplanes. An HPC module that has

incorporated PW SB PW4ENG 72–706,

Revision 3, dated July 17, 2000, or earlier

Revision, or PW4ENG 72–711, dated June 13,

2000, will have the letters ‘‘CB’’ after the HPC

module serial number on the HPC module

data plate.

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 (e) 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 prevent a multiple-engine power loss

due to HPC surges, which could result in

engine power loss at a critical phase of flight

such as takeoff or climb, do the following:

Number of Cycles Until Number of Engines

Must Be Limited

(a) Limit the number of engines with the

HPC CBS configuration to one on each

airplane within 100 cycles-in-service (CIS) of

the effective date of this AD, or before the

cyclic limits defined in the table below,

whichever occurs later:

Type of

airplane Comply by

(1) Two ........

engine .........

Before 390 cycles-since-new

(CSN) or cycles-since-HPC

module overhaul (CSO).

(2) Three .....

engine .........

Before 340 CSN or CSO.

(3) Four .......

engine .........

Before 305 CSN or CSO.

Special Conditions for Installing More Than

One HPC CBS Engine on An Airplane

(b) Two HPC CBS configuration engines

may be used on an airplane only under the

following conditions:

(1) One engine with an HPC CBS

configuration has fewer than 25 CSN or CSO,

and

(2) The remaining engine has fewer than

615 CSN or CSO, and

(3) The airplane is operated for fewer than

25 CIS in this configuration.

HPC Modules at HPC Module Overhaul

(c) Engines with HPC modules that have

been modified to incorporate PW SB

PW4ENG 72–706, Revision 3 dated July 17,

2000, or earlier Revision, or SB PW4ENG 72–

711, dated June 13, 2000, after the effective

date of this AD, are not eligible for

installation on an airplane.

Definitions

(d) For the purposes of this AD, an HPC

module overhaul is defined as whenever the

HPC stage 12 through 15 blade tip clearances

are restored to the clearances specified in the

applicable fits and clearances section of the

engine manual during the shop visit.

Alternative Methods of Compliance

(e) 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, Engine

Certification Office (ECO). Operators shall

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.

Effective Date of This AD

(f) This amendment becomes effective on

November 9, 2000.

Issued in Burlington, Massachusetts, on

October 19, 2000.

Thomas A. Boudreau, Acting Manager,

Engine and Propeller Directorate, Aircraft

Certification Service.

[FR Doc. 00–27431 Filed 10–24–00; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–NM–17–AD; Amendment

39–11944; AD 2000–21–12]

RIN 2120–AA64

Airworthiness Directives; Fokker

Model F.28 Mark 0100 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to all Fokker Model F.28

Mark 0100 series airplanes, that requires

replacement of the anti-skid control

boxes with improved units. This action

is necessary to prevent electromagnetic

interference with the anti-skid control

system, which could result in reduced

brake pressure during low-speed

taxiing, and consequent reduced

controllability and performance of the

airplane. This action is intended to

address the identified unsafe condition.

DATES: Effective November 29, 2000.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of November

29, 2000.

ADDRESSES: The service information

referenced in this AD may be obtained

from Fokker Services B.V., P.O. Box

231, 2150 AE Nieuw-Vennep, the

Netherlands. This information may be

examined at the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, Rules Docket,

1601 Lind Avenue, SW., Renton,

Washington; or at the Office of the

Federal Register, 800 North Capitol

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