46758 Federal Register / Vol. 60, No. 174 / Friday, September 8, 1995 / Rules and Regulations

(5) [Reserved.]

(6) [Reserved.]

(7) Payments applied to the amount

set-aside will be applied first to interest

and then principal.

(c) Adverse determination. If the

borrower becomes more than one

installment behind on any FC loan

while processing the DSA request, or

while an appeal is being considered,

and the second installment cannot be

paid current prior to exhibit A of FmHA

Instruction 1951–T (available in any

CFSA office) being signed, the DSA

request will be denied.

§ 1951.958 Cancellation and reversal of

DSA.

(a) Reasons for cancellation. The setaside may be reversed and exhibit A of

FmHA Instruction 1951–T cancelled

under the following described

situations:

(1) The loan is later restructured with

primary loan servicing, (the total unpaid

balance must be restructured);

(2) If prior to the first scheduled

installment due date after set-aside, the

servicing official determines that the

current borrower, if delinquent, would

qualify for a writedown or net recovery

buyout in accordance with subpart S of

part 1951, or operating loan assistance

in accordance with § 1941.14 of subpart

A of 7 CFR part 1941; or

(3) When it has been determined that

the borrower was provided

unauthorized DSA assistance. (The setaside will be cancelled after all appeal

rights are exhausted. The set-aside will

be removed from the account and the

payment terms of the original

promissory note will be retained as if

DSA was never granted. Borrowers

financially distressed or delinquent after

reversal of the set-aside will be serviced

in accordance with subpart S of this

part).

(b) Reserved.

§ 1951.959 Exception authority.

The Administrator may, in individual

cases, make an exception to any

requirement or provision of this subpart

which is not inconsistent with the

authorizing statute or other applicable

law if it is determined that application

of the requirement or provision would

adversely affect the Government’s

interest. The Administrator will exercise

this authority upon the request of the

State Director with the recommendation

of the Deputy Administrator for Farm

Credit Programs, or upon request

initiated by the Deputy Administrator

for Farm Credit Programs.

§§ 1951.960–1951.999 [Reserved]

§ 1951.1000 OMB control number.

The collection of information

requirements in this regulation have

been approved by the Office of

Management and Budget and assigned

OMB control number 0575–0163. Public

reporting burden for this collection of

information is estimated to be 15

minutes per response, including time

for reviewing instructions, searching

existing data sources, gathering and

maintaining the data needed, and

completing and reviewing the collection

of information. Send comments

regarding this burden estimate or any

other aspect of this collection of

information, including suggestions for

reducing this burden, to Department of

Agriculture, Clearance Office OIRM,

Room 404–W, Washington DC 20250;

and to the Office of Management and

Budget, Paperwork Reduction Project

(OMB# 0575–0163), Washington, DC

20503.

Dated: August 31, 1995.

Eugene Moos,

Under Secretary, Farm and Foreign

Agricultural Services.

[FR Doc. 95–22228 Filed 9–7–95; 8:45 am]

BILLING CODE 3410–07–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 95–ANE–10; Amendment 39–

9346; AD 95–17–15]

Airworthiness Directives; General

Electric Company CF6 Series Turbofan

Engines

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to General Electric Company

(GE) CF6–45/-50 series turbofan

engines, that requires an initial and

repetitive on-wing visual inspection of

the side links of the five-link forward

mount assembly for cracks, and

replacement of the side links and pylon

attachment bolts, and inspection of the

fail-safe bolt and platform lug, if the

side links are found cracked. This AD

also requires a shop-level refurbishment

of the side links as a terminating action

to the on-wing inspection program. This

amendment is prompted by four reports

of cracked side links detected during

routine engine shop visits. The actions

specified by this AD are intended to

prevent a side link fracture, which

could result in the failure of the second

side link, or the forward engine mount

pylon attachment bolts, and possible

separation of the engine from the

aircraft.

DATES: Effective October 10, 1995.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of October 10,

1995.

ADDRESSES: The service information

referenced in this AD may be obtained

from General Electric Aircraft Engines,

CF6 Distribution Clerk, Room 132, 111

Merchant Street, Cincinnati, OH 45246.

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:

Richard Woldan, Aerospace Engineer,

Engine Certification Office, FAA, Engine

and Propeller Directorate, 12 New

England Executive Park, Burlington, MA

01803–5299; telephone (617) 238–7136;

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

Company (GE) CF6–45/-50 series

turbofan engines was published in the

Federal Register on April 6, 1995 (60 FR

17487). That action proposed to require

an initial and repetitive on-wing visual

inspection of the side links of the fivelink forward mount assembly for cracks,

and replacement of the side links and

pylon attachment bolts, and inspection

of the fail-safe bolt and platform lug, if

side links are found cracked. That

proposal also would require a shoplevel refurbishment of the side links as

a terminating action to the on-wing

inspection program. The actions would

be required to be accomplished in

accordance with GE Aircraft Engines

CF6–50 Service Bulletin No. 72–1092,

dated November 18, 1994.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

comment received.

The one commenter states that the

requirement to refurbish the side link at

the next engine shop visit after effective

date of the AD identified in paragraph

(b) should be extended so that their

current maintenance program is not

disrupted.
Federal Register / Vol. 60, No. 174 / Friday, September 8, 1995 / Rules and Regulations 46759

The commenter further feels that the

initial and repetitive inspection program

will be sufficient to meet the safety

objectives of the AD, and therefore

considers the refurbishment to be

optional. The FAA does not concur. The

FAA has determined that the

refurbishment compliance schedule

fairly and reasonably balances the safety

need to eliminate the unsafe condition

from the fleet as quickly as possible

with the operators’ need to avoid

unscheduled maintenance actions. The

initial and repetitive inspections were

intended as an interim corrective action

only, and in order to meet the safety

objectives of the AD, the refurbishment

was deemed necessary. Individual

operators who believe their

circumstances warrant relief from the

compliance schedule may submit

requests for alternative methods of

compliance or adjustments to the

compliance times.

After careful review of the available

data, including the comment noted

above, the FAA has determined that air

safety and the public interest require the

adoption of the rule as proposed.

The FAA estimates that 220 engines

installed on aircraft of U.S. registry will

be affected by this AD, that it will take

approximately 7.5 work hours per

engine to accomplish the required

actions, and that the average labor rate

is $60 per work hour. The FAA has

estimated that only a small percentage

of parts will actually require

replacement as a result of this AD, and

therefore, has determined the parts cost

to be negligible. Based on these figures,

the total cost impact of the AD on U.S.

operators is estimated to be $99,000.

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 USC 106(g), 40101, 40113,

44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

95–17–15 General Electric Company:

Amendment 39–9346. Docket 95–ANE–

10.

Applicability: General Electric Company

(GE) CF6–45/–50 series turbofan engines

installed on, but not limited to, Airbus A300

series, Boeing 747 series, and McDonnell

Douglas DC–10 series aircraft.

Note: 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

use the authority provided in paragraph (d)

to request approval from the Federal Aviation

Administration (FAA). This approval may

address either no action, if the current

configuration eliminates the unsafe

condition, or different actions necessary to

address the unsafe condition described in

this AD. Such a request should include an

assessment of the effect of the changed

configuration on the unsafe condition

addressed by this AD. In no case does the

presence of any modification, alteration, or

repair remove any engine from the

applicability of this AD.

Compliance: Required as indicated, unless

accomplished previously. To prevent a side

link fracture, which could result in failure of

the second side link, or the forward engine

mount pylon attachment bolts, and possible

separation of the engine from the aircraft,

accomplish the following:

(a) Inspect left-hand side links, Part

Numbers (P/N) 9204M94P01, 9204M94P03,

and 9346M99P01, and right-hand side links,

P/N’s 9204M94P02, 9204M94P04, and

9346M99P02, that have not had the side link

refurbishment done in accordance with GE

CF6–50 Task Numbered Shop Manual, GEK

50481, Chapter 72–23–11, including

Temporary Revision No. 72–0821 and 72–

0822, both dated November 1, 1994, as

follows:

(1) For side links that have not been

previously inspected in accordance with GE

Aircraft Engines (GEAE) CF6–50 Service

Bulletin (SB) No. 72–1092, dated November

18, 1994, inspect in accordance with

paragraph 2.A of GEAE CF6–50 SB No. 72–

1092, dated November 18, 1994, prior to

accumulating 350 cycles in service (CIS), or

750 hours time in service (TIS), after the

effective date of this AD, whichever occurs

earlier.

(2) For side links that have been previously

inspected in accordance with GEAE CF6–50

SB No. 72–1092, dated November 18, 1994,

inspect in accordance with paragraph 2.A of

GEAE CF6–50 SB No. 72–1092, dated

November 18, 1994, prior to accumulating

350 CIS, or 750 hours TIS since inspected in

accordance with GEAE CF6–50 SB No. 72–

1092, dated November 18, 1994, whichever

occurs earlier.

(3) Thereafter, inspect in accordance with

paragraph 2.A of GEAE CF6–50 SB No. 72–

1092, dated November 18, 1994, at intervals

not to exceed 350 CIS, or 750 hours TIS since

the last inspection, whichever occurs earlier.

(4) If side links are found cracked, replace

the cracked side links and pylon attachment

bolts with serviceable parts, and inspect the

fail-safe bolt and platform lug in accordance

with paragraph 2.B of GEAE CF6–50 SB No.

72–1092, dated November 18, 1994, prior to

further flight.

(b) Refurbish the left-hand and right-hand

side links identified in paragraph (a) of this

AD at the next engine shop visit after the

effective date of this AD in accordance with

paragraph 2.C of GEAE CF6–50 SB No. 72–

1092, dated November 18, 1994.

Refurbishment of side links in accordance

with this paragraph constitutes terminating

action to the on-wing inspection

requirements of paragraph (a) of this AD.

(c) For the purpose of this AD, an engine

shop visit is defined as the induction of an

engine into a shop for maintenance involving

the separation of the fan and core modules.

(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, 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: Information concerning the existence

of approved alternative methods of

compliance with this airworthiness directive,

if any, may be obtained from the Engine

Certification Office.

(e) The actions required by this AD shall

be done in accordance with the following

service bulletin:

Document No. Pages Date

GEAE CF6–50

SB No. 72–

1092.

1–7 Nov. 18, 1994.
46760 Federal Register / Vol. 60, No. 174 / Friday, September 8, 1995 / Rules and Regulations

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 General Electric Aircraft Engines, CF6

Distribution Clerk, Room 132, 111 Merchant

Street, Cincinnati, OH 45246. 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.

(f) This amendment becomes effective on

October 10, 1995.

Issued in Burlington, Massachusetts, on

August 15, 1995.

Jay J. Pardee,

Manager, Engine and Propeller Directorate,

Aircraft Certification Service.

[FR Doc. 95–20849 Filed 9–7–95; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 94–ANE–41; Amendment 39–

9347; AD 95–17–16]

Airworthiness Directives; General

Electric Company CF6 Series Turbofan

Engines

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to General Electric Company

(GE) CF6–80A series turbofan engines,

that requires an initial and repetitive onwing eddy current inspection or an onwing spot fluorescent penetrant

inspection of the compressor rear frame

(CRF) midflange for cracks, and

replacement, if necessary, with

serviceable parts. This amendment also

requires removal from service of certain

CRF’s as a terminating action to the onwing inspection program. This

amendment is prompted by a report of

a CRF separation that resulted in a

rejected takeoff. The actions specified

by this AD are intended to prevent a

CRF separation, which could result in a

rejected takeoff and damage to the

aircraft.

DATES: Effective November 7, 1995.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of November

7, 1995.

ADDRESSES: The service information

referenced in this AD may be obtained

from General Electric Aircraft Engines,

CF6 Distribution Clerk, Room 132, 111

Merchant Street, Cincinnati, OH 45246.

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:

Richard Woldan, Aerospace Engineer,

Engine Certification Office, FAA, Engine

and Propeller Directorate, 12 New

England Executive Park, Burlington, MA

01803–5299; telephone (617) 238–7136;

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

Company (GE) CF6–80A series turbofan

engines was published in the Federal

Register on February 22, 1995 (60 FR

9792). That action proposed to require

an initial and repetitive on-wing eddy

current inspection or on- wing spot

fluorescent penetrant inspection of the

compressor rear frame (CRF) midflange

for cracks, and replacement, if

necessary, with serviceable parts. This

action also proposed to require removal

from service of non-modified CRF’s as a

terminating action to the on-wing

inspection program. The actions would

be required to be accomplished in

accordance with GE CF6–80A Service

Bulletin (SB) No. 72-593, Revision 2,

dated March 19, 1992.

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 request that the

FAA move the compliance end date

ahead one year to December 31, 1997.

One commenter based that request on

that commenter’s planned acquisition of

some affected engines that have not

undergone the required modifications.

The FAA does not concur. The

commenters all recognize and accept the

FAA’s determination that AD action is

necessary. The stated reasons for the

requested extension in complying with

the AD is the added cost of nonscheduled engine removals to perform

the required modifications, and since

the on-wing inspections have been

successful in detecting cracks to date.

The FAA has already considered the

fleet-wide costs to operators in

complying with this AD. In the normal

course of that analysis, the FAA has

determined that December 31, 1996,

fairly and reasonably balances the safety

need to eliminate this unsafe condition

from the fleet as quickly as possible

with operators’ needs to avoid

unscheduled maintenance actions.

Individual operators who believe their

circumstances warrant relief from this

compliance schedule may submit

requests for alternative methods of

compliance or adjustments to the

compliance times.

One commenter requests that the FAA

broaden its economic analysis to

include items beyond direct labor and

parts costs to accomplish the required

actions of the AD, such as maintenance

scheduling costs. The FAA does not

concur. In making a finding that an

unsafe condition exists, the FAA has

determined that the level of safety

attained by the approved type design is

no longer achieved, and the required

actions are necessary to restore that

level of safety. Because the type design

must maintain that level of safety,

necessary actions to restore that level of

safety do not add additional regulatory

requirements, and do not require a full

cost-benefit analysis. The cost analysis

is therefore limited to the direct costs of

performing the required actions to

restore the type design to that level of

safety. When establishing compliance

times, however, the FAA does try to

strike a balance between the need to

restore the type design to its certified

level of safety with operators’ need to

avoid unscheduled maintenance

actions.

After careful review of the available

data, including the comments noted

above, the FAA has determined that air

safety and the public interest require the

adoption of the rule as proposed.

The FAA estimates that 81 engines

installed on aircraft of U.S. registry will

be affected by this AD, that it will take

approximately 85 work hours per engine

to accomplish the required actions, and

that the average labor rate is $60 per

work hour. Required parts will cost

approximately $20,644 per engine.

Based on these figures, the total cost

impact of the AD on U.S. operators is

estimated to be $2,085,264.

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