DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[4910-13-Pl 

[Docket No. FAA-2014-1127; Directorate Identifier 2014-NE-16-AD; Amendment 

39-18203; AD 2015-14-05) 

RIN 2120-AA64 

Ainvorthiness Directives; Pratt & Whitney Turbofan Engines 

AGENCY: Federal Aviation Administration (f AA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new airworthiness directive (AD) for all Pratt & 

W11itney (PW) .JT8D-2 17C and JT8D-2 19 turbofan engines. This AD was prompted by 

reports of cracking in the low-pressure turbine (LPT) shaft. This AD requires removing 

affected LPT shafts from service using a drawdown plan. We are issuing this AD to 

prevent fai lure of the LPT shaft, which could lead to an uncontaincd engine failure and 

damage to the airplane. 

DATES: This AD is effective [INSERT DATE 35 DAYS AFTER DATE OF 

PUBLICATION JN THE FEDERAL REGISTER]. 

ADDRESSES: For service information identified in this AD, contact Pratt & Whitney, 

400 Main St., East Hartford, CT 061 08; phone: 860-565-8770; fax: 860-565-4503. You 

may view this service infom1ation at the FAA, Engine & Propeller Directorate, 12 New 

England Executive Park, Burlington, MA. For information on the availability of this 

material at the FAA, call 781 -238-7125. 

Examining the AD Docket 

You may examine the AD docket on the Internet at http://www.regulations.gov by 

searching for and locating Docket No. F AA-20 14-1 127; or in person at the Docket 

Management Facility between 9 a.m. and 5 p.m., Monday through Friday, except Federal 
holidays. The AD docket contains this AD, the regulatory evaluation, any comments 

received, and other information. The address for the Docket 011ice (phone: 

800-647-5527) is Document Management Facility, U.S. Department ofTransportation, 

Docket Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New 

Jersey A venue SE., Washington, DC 20590. 

FOR FURTHER INFORMATION CONTACT: Jo-Ann Theriault, Aerospace 

Engineer, Engine Certitication Office, FAA, Engine & Propeller Directorate, 12 New 

England Executive Park, Burlington, MA 0 1803; phone: 781-238-71 05; fax: 781-238-

7199; email: jo-ann.theriault@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR part 39 by 

adding an AD that would apply to all PW JT80-217C and JT8D-219 turbofan engines. 

The NPRM published in the Federal Register on March 2, 2015 (80 FR 11 140). The 

NPRM was prompted by in-shop findings of fatigue cracks on the No. 4.5 bearing thread 

undercut adjacent to the oil feed holes. The cracks were discovered during routine 

fluorescent penetrant inspections (FPls). Both shafts had oil feed hole enlargement 

rework accomplished. The root cause is increased stress on the fillet of the thread 

undercut region in front of the oil feed holes caused by oil feed hole rework. The 

increased stress reduces the low cycle fatigue life of the shaft. The NPRM proposed to 

require removing affected LPT shafts from service using a drawdown plan. We are 

issuing this AD to prevent failure of the LPT shaft, which could lead to an uncontained 

engine fai lure and damage to the airplane. 

Related Service Information 

We reviewed PW Service Bulletin (SB) No. JT8D 6504, dated November 5, 2014. 

The SB contains additional information regarding removal of the LPT shaft. 

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Comments 

We gave the public the opportunity to participate in developing this AD. The 

following presents the comments received on the NPRM (80 FR 111 40, March 2, 2015) 

and the FAA's response to each comment. 

Request to Withdraw the NPRM 

Della Air Lines (DAL) and Allegiant Air requested that the current LPT shaft life 

limit of25,000 cycles-since-new (CSN) be retained rather than removing the LPT shaft 

from service at 20,000 CSN as proposed in the NPRM. The commenters stated that 

reducing the life limit is unjustified because there has not been an in-service LPT shaft 

failure of the type addressed. 

We do not agree. We detennined that an acceptable level of safety would not be 

maintained if LPT shafts are allowed to remain in service until accumulating 25,000 

CSN. We reduced the life of the LPT shaft to 20,000 CSN to minimize the risk ofLPT 

shaft failure. We did not change this AD. 

Proposal to Increase Repetitive Inspections 

DAL and Allegiant Air proposed increasing the occurrence of FPis to increase the 

opportunity of identifying LPT shaft cracks. The commenters stated that routine FPJs 

have been successful in detecting LPT shaft cracks in the past. 

We do not agree. Recurring inspections are not adequate as a final corrective 

action. Relying on recurring FPis to detect cracks, rather than shaft removal at 20,000 

CSN, would likely result in an increased number ofLPT shafts cracking in service, a 

greater risk of undetected cracked shafts being returned to service, and an unacceptable 

risk of shaft failure. We determined that long-term continued operational safety is 

enhanced by a terminating action that removes affected shafts from service rather than by 

increasing the occurrence of repetitive inspections. We did not change this AD. 

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Request to Reduce Costs 

DAL and Allegiant Air requested retaining the existing life limit or increasing the 

occurrence of inspections. The commenters stated that the life reduction in the NPRM 

places an undue economic burden on the U.S. fleet by forcing early engine removals. 

We do not agree. We mitigated the operational and financial impacts by providing 

a drawdown plan rather than requiring removal before further flight, while providing an 

acceptable level of safety. We did not change this AD. 

Conclusion 

We reviewed the relevant data, considered the comments received, and 

determined that air safety and the public interest require adopting this AD as proposed. 

Costs of Compliance 

We estimate that this AD will affect about 744 engines installed on airplanes of 

U.S. registry. The average labor rate is $85 per hour. We estimate the pro-rated 

replacement cost would be $28,230. We also estimate that shaft replacement would be 

accomplished during an engine shop visit at no additional labor cost. Based on these 

figures, we estimate the cost of the proposed AD on U.S. operators to be $21 ,003,120. 

Authority for this Rulemaking 

Title 49 of the United States Code specifies the FAA's authority to issue rules on 

aviation safety. Subtitle I, section 106, describes the authority of the PAA Administrator. 

Subtitle VII: Aviation Programs, describes in more detail the scope of the Agency's 

authority. 

We are issuing this rulemaldng under the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701: "General requirements. " Under that section, Congress 

charges the FAA with promoting safe flight of civil aircraft in air commerce by 

prescribing regulations for practices, methods, and procedures the Administrator finds 

necessary for safety in air commerce. This regulation is within the scope of that authority 

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because it addresses an unsafe condition that is likely to exist or develop on products 

identified in this rulemaking action. 

Regulatory Findings 

This AD wi II not have federalism imp I ications under Executive Order 131 32. This 

AD will 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. 

For the reasons discussed above, I certify that this AD: 

(1) Js not a " significant regul atory action" under Executive Order 12866, 

(2) ls not a " significant rule" under DOT Regulatory Policies and Procedures 

(44 FR 11 034, February 26, 1979), 

(3) Will not affect intrastate aviation in Alaska to the extent that it justifies 

making a regulatory distinction, and 

(4) 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. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation safety, Incorporation by reference, Safety. 

Adoption of the Amendment 

Accordingly, under the authority delegated to me by the Administrator, the FAA 

amends 14 CFR part 39 as follows: 

PART 39- AIRWORTHINESS DIRECTIVES 

I. The authori ty citation for part 39 continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40 11 3, 4470 1. 

§ 39.13 [Amended! 

2. The FAA amends§ 39.13 by adding the following new airworthiness directive 

(AD): 

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2015-14-05 Pratt & Whitney: Amendment 39-1 8203; Docket No. f AA-20 14-1127; 

Directorate Identifier 20 14-NE-1 6-AD. 

(a) Effective Date 

This AD is effecti ve [JNSERT DATE 35 DAYS AFTER DATE OF 

PUBLICATION IN THE FEDERAL REGISTER]. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to all Pratt & Whitney (PW) JT8D-217C and JT8D-219 turbofan 

engines with low-pressure turbine (LPT) shaft part numbers 783319, 783319-001, 

7833 19-003,7833 19-004,783320,783320-001 ,783320-003,783320-004,820514-001 , 

8205 14-003, 820514-004, or 8205 14-005, installed. 

(d) Unsafe Condition 

This AD was prompted by reports of cracking in the LPT shaft. We are issuing 

this AD to prevent failure of the LPT shaft, which could lead to an uncontained engine 

failure and damage to the airplane. 

(c) Compliance 

Comply with this AD within the compli ance times specified, unless already done. 

(1) If the LPT shaft has 15,000 or fewer cycles-since-new (CSN) on the effective 

date of this AD, remove it from service before it accumulates 20,000 CSN. 

(2) If the LPT shaft has more than 15,000 CSN on the effective date ofthis AD, 

remove it from service before it accumulates 5,000 additional cycles in service, or at the 

next piece-part exposure after accumulating 20,000 CSN, whichever occurs first. 

(3) After the effective date of this AD, do not install any LPT shaft listed in 

paragraph (c) of this AD that is at piece-part exposure and exceeds the new life limit of 

20,000 CSN, into any engine. 

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(f) Definition 

For the purpose of this AD, piece-part exposure is when the LPT shaft is 

completely disassembled from the engine. 

(g) Alternative Methods of Compliance (AMOCs) 

The Manager, Engine Certification Office, FAA, may approve AMOCs for this 

AD. Use the procedures found in 14 CFR 39. 19 to make your request. You may email 

your request to: ANE-AD-AMOC@faa.gov. 

(h) Related Information 

(1) for more intonnation about this AD, contact Jo-Ann Theriault, Aerospace 

Engineer, Engine Certification Office, FAA, Engine & Propeller Directorate, 12 New 

England Executive Park, Burlington, MA 0 1803; phone: 781-238-7105; fax: 781-238-

7 199; email: jo-ann.theriault@faa.gov. 

(2) PW Service Bulletin No. JT8D 6504, dated November 5, 20 14, which is not 

incorporated by reference in this AD, can be obtained from PW using the contact 

information in paragraph (h)(3) of this AD. 

(3) For service information identified in this AD, contact Pratt & Whitney, 400 

Main St., East Hartford, CT 061 08; phone: 860-565-8770; fax: 860-565-4503. 

(4) You may view this service information at the FAA, Engine & Propeller 

Directorate, 12 New England Executive Park, Burlington, MA. For information on the 

availability of this material at the FAA, call 78 1-238-7125. 

(i) Material Incorporated by Reference 

None. 

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Issued in Burlington, Massachusetts, on June 26, 2015. 

Ann C. Mollica, 

Acting Directorate Manager, Engine & Propeller Directorate, 

Aircraft Certification Service. 

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