4158 Federal Register / Vol. 63, No. 18 /Wednesday, January 28, 1998 /Rules and Regulations

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 89–ANE–05; Amendment 39–

10290; AD 89–23–06 R1]

RIN 2120–AA64

Airworthiness Directives; CFM

International CFM56–2, –3, –3B, –3C,

and –5 Series Turbofan Engines

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment revises an

existing airworthiness directive (AD),

applicable to CFM International (CFMI)

CFM56–2, –3, –3B, –3C, and –5 series

turbofan engines, that currently requires

repetitive magnetic chip detector (MCD)

inspections and removal from service of

certain No. 3 bearings. This amendment

removes the requirement for MCD

inspections for certain No. 3 bearings if

the bearing has 6,000 or more hours

time in service since new, extends the

removal from service date for certain

No. 3 bearings, changes the inspection

interval for certain No. 3 bearings,

deletes a specific No. 3 bearing part

number, and replaces reference to

specific maintenance manuals with

service bulletins. Other requirements of

the current AD remain unchanged and

are carried over into this revised AD.

This amendment is prompted by

additional data that demonstrates a

reduced bearing failure rate after a

period of time in service; therefore, an

acceptable level of safety can be

maintained with a relaxation of some of

the current AD requirements. The

actions specified by this AD are

intended to prevent a No. 3 bearing

failure, and a subsequent inflight engine

shutdown.

DATES: Effective January 28, 1998. The

incorporation by reference of certain

publications listed in the regulations is

approved by the Director of the Federal

Register as of January 28, 1998.

ADDRESSES: The service information

referenced in this AD may be obtained

from CFM International, Technical

Publications Department, 1 Neumann

Way, Cincinnati, OH 45215; telephone

(513) 552–2981, fax (513) 552–2816.

This information may be examined at

the Federal Aviation Administration

(FAA), New England Region, Office of

the Regional Counsel, 12 New England

Executive Park, Burlington, MA 01803–

5299; or at the Office of the Federal

Register, 800 North Capitol Street, NW.,

suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT:

Glorianne Messemer, Aerospace

Engineer, Engine Certification Office,

FAA, Engine and Propeller Directorate,

12 New England Executive Park,

Burlington, MA 01803–5299; telephone

(781) 238–7132, fax (781) 238–7199.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39)

by revising AD 89–23–06, Amendment

39–6370 (54 FR 43581, October 26,

1989), which is applicable to CFM

International (CFMI) CFM56–2, –3, –3B,

–3C, and –5 series turbofan engines, was

published in the Federal Register on

September 19, 1997 (62 FR 49177). That

action proposed to require removing the

requirement for magnetic chip detector

(MCD) inspections for certain No. 3

bearings if the bearing has 6,000 or more

hours time in service since new,

extending the removal from service date

for certain No. 3 bearings, changing the

inspection interval for certain No. 3

bearings, deleting a specific No. 3

bearing part number, and replacing

reference to specific maintenance

manuals with service bulletins. Other

requirements of the current AD remain

unchanged and are carried over into this

revised AD.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Two

comments were received from air

carriers, both of which support the rule

as proposed. No comments were

received on the FAA’s determination of

the cost to the public.

The FAA has revised paragraphs (a)(2)

and (b)(2) of this AD in order to more

accurately define an ‘‘affected No. 3

bearing.’’ In addition, the FAA has

revised paragraph (h) of this AD in order

to more accurately define a ‘‘shop visit’’.

Lastly, the FAA has added paragraph (g)

in the AD to clarify what constitutes

terminating action to the inspections

required by the AD.

The FAA has also revised the

calendar end-date in paragraphs (a)(2)

and (b)(2) of this AD to January 31,

1998, based upon the anticipated

effective date of this AD.

All changes introduced in this revised

AD are relaxatory in nature except for

the new inspection interval in

paragraph (d). The manufacturer has

advised the FAA that there is only one

engine, not installed on a U.S. registered

aircraft, that is affected by this new

inspection interval. Therefore, no

additional cost to U.S. operators is

expected to result from this relaxatory

action. In addition, since no U.S.

operators will be affected by the new

inspection interval a situation exists

that allows the immediate adoption of

this regulation. Therefore, it is found

that good cause exists for making this

amendment effective in less than 30

days following publication.

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

removing Amendment 39–6370 (54 FR

43581, October 26, 1989) and by adding

a new airworthiness directive,

Amendment 39–10290, to read as

follows:

89–23–06 R1 CFM International:

Amendment 39–10290. Docket 89–ANE–

05. Revises AD 89–23–06, Amendment

39–6370.

Applicability: CFM International (CFMI)

CFM56–2, –3, –3B, –3C, and –5 series

turbofan engines, installed on but not limited
Federal Register / Vol. 63, No. 18 /Wednesday, January 28, 1998 /Rules and Regulations 4159

to Airbus A319 and A320 series, McDonnell

Douglas DC–8 series, and Boeing 737 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 (i)

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 prevent a No. 3 bearing failure and

subsequent inflight engine shutdown,

accomplish the following:

(a) For CFM56–3, –3B, and –3C series

engines equipped with No. 3 bearings, Part

Number (P/N) 9732M10P12 (Serial Number

(S/N) series FAFDxxxx or FAFExxxx);

9732M10P18; or 1362M76P02 accomplish

the following:

(1) Inspect the forward sump magnetic

chip detector (MCD) in accordance with

CFM56–3/–3B/–3C Service Bulletin (SB) No.

72–530, Revision 3, dated November 17,

1995, within the next 50 hours time in

service (TIS) after the effective date of this

AD. Thereafter, inspect the forward sump

MCD at intervals not to exceed 50 hours TIS

since the last inspection (SLI) in accordance

with CFM56–3/–3B/–3C SB No. 72–530,

Revision 3, dated November 17, 1995, until

accomplishment of paragraph (a)(2) below,

or, for bearing P/N 9732M10P12, until the

TIS since new is 6,000 hours or more.

Remove from service, prior to further flight,

engines which exhibit MCD metallic debris

defined as not serviceable in accordance with

CFM56–3/–3B/–3C SB No. 72–530, Revision

3, dated November 17, 1995.

(2) Remove from service No. 3 bearings, P/

N 9732M10P18 and 1362M76P02, at the next

shop visit, or before January 31, 1998,

whichever occurs first. Removal of No. 3

bearings in accordance with this paragraph

constitutes terminating action to the

inspection requirements of paragraph (a)(1)

of this AD.

(b) For CFM56–2 series engines equipped

with No. 3 bearings, P/N 9732M10P12 (S/N

series FAFDxxxx or FAFExxxx) or

9732M10P18, accomplish the following:

(1) Inspect the forward sump MCD in

accordance with CFM56–2 SB No. 72–620,

Revision 4, dated November 17, 1995, within

the next 50 hours TIS after the effective date

of this AD. Thereafter, inspect the forward

sump MCD at intervals not to exceed 50

hours TIS SLI in accordance with CFM56–2

SB No. 72–620, Revision 4, dated November

17, 1995, until accomplishment of paragraph

(b)(2) below, or, for bearing P/N

9732M10P12, until the TIS since new is

6,000 hours or more. Remove from service,

prior to further flight, engines which exhibit

MCD metallic debris defined as not

serviceable in accordance with CFM56–2 SB

No. 72–620, Revision 4, dated November 17,

1995.

(2) Remove from service No. 3 bearings, P/

N 9732M10P18, at the next engine shop visit,

or before January 31, 1998, whichever occurs

first. Removal of No. 3 bearings in

accordance with this paragraph constitutes

terminating action to the inspection

requirements of paragraph (b)(1) of this AD.

(c) For CFM56–3, –3B, and –3C series

engines equipped with No. 3 bearings, P/N

9732M10P10; 9732M10P17; or 9732M10P12

(S/N series other than FAFDxxxx or

FAFExxxx), inspect the forward sump MCD

in accordance with CFM56–3/–3B/–3C SB

No. 72–530, Revision 3, dated November 17,

1995, within the next 75 hours TIS after the

effective date of this AD. Thereafter, inspect

the forward sump MCD at intervals not to

exceed 75 hours TIS SLI in accordance with

CFM56–3/–3B/–3C SB No. 72–530, Revision

3, dated November 17, 1995, until the bearing

TIS since new is 6,000 hours or more.

Remove from service, prior to further flight,

engines which exhibit MCD metallic debris

defined as not serviceable in accordance with

CFM56–3/–3B/–3C SB No. 72–530, Revision

3, dated November 17, 1995.

(d) For CFM56–2 series engines equipped

with No. 3 bearings, P/N 9732M10P10;

9732M10P17; or 9732M10P12 (S/N series

other than FAFDxxxx or FAFExxxx), inspect

the forward sump MCD in accordance with

CFM56–2 SB No. 72–620, Revision 4, dated

November 17, 1995, within the next 75 hours

TIS after the effective date of this AD.

Thereafter, inspect the forward sump MCD at

intervals not to exceed 75 hours TIS SLI in

accordance with CFM56–2 SB No. 72–620,

Revision 4, dated November 17, 1995, until

the bearing TIS since new is 6,000 hours or

more. Remove from service, prior to further

flight, engines which exhibit MCD metallic

debris defined as not serviceable in

accordance with CFM56–2 SB No. 72–620,

Revision 4, dated November 17, 1995.

(e) For CFM56–5 series engines equipped

with No. 3 bearing, P/N 9542M60P01, inspect

the forward sump MCD in accordance with

the Accomplishment Instructions of CFM56–

5 Alert Service Bulletin (ASB) No. 72–A118,

Revision 1, dated August 1, 1997, within the

next 50 hours TIS after the effective date of

this AD. Thereafter, inspect the forward

sump MCD at intervals not to exceed 50

hours TIS SLI in accordance with the

Accomplishment Instructions of CFM56–5

ASB No. 72–A118, Revision 1, dated August

1, 1997. Remove from service, prior to further

flight, engines which exhibit MCD metallic

debris defined as not serviceable in

accordance with CFM56–5 ASB No. 72–

A118, Revision 1, dated August 1, 1997.

(f) Bearing inspections accomplished in

accordance with AD 89–17–04 or AD 89–23–

06 satisfy the corresponding requirements of

this AD.

(g) No. 3 bearing, P/N 9732M10P12 (S/N

series FAFDxxxx or FAFExxxx), identified in

paragraphs (a) or (b); or No. 3 bearing, P/N

9732M10P10, 9732M10P17, or 9732M10P12

(S/N series other than FAFDxxxx or

FAFExxxx), identified in paragraphs (c) or

(d); with a TIS since new of 6,000 hours or

more constitutes terminating action to the

applicable inspection requirements of

paragraphs (a)(1), (b)(1), (c), or (d) of this AD.

(h) For the purpose of this AD, a shop visit

is defined as the induction of an engine into

the shop for maintenance resulting in

exposure of the inlet gearbox.

(i) 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. Operators shall submit

their requests 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.

(j) 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.

(k) The actions required by this AD shall

be done in accordance with the following

CFMI SBs:

Document No. Pages Revision Date

(CFM56–2) SB 72–620 .............................................................................................................. 1–3 4 November 17, 1995.

4–9 3 November 22, 1993.

10 4 November 17, 1995.

Total pages ......................................................................................................................... 10

(CFM56–3/3B/3C) SB 72–530 ................................................................................................... 1–3 3 November 17, 1995.

4–11 2 November 22, 1993.

12 3 November 17, 1995.

Total pages ......................................................................................................................... 12

(CFM56–5) SB 72–A118 ........................................................................................................... 1–7 1 August 1, 1997.
4160 Federal Register / Vol. 63, No. 18 /Wednesday, January 28, 1998 /Rules and Regulations

Document No. Pages Revision Date

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 CFM International, Technical

Publications Department, 1 Neumann Way,

Cincinnati, OH 45215; telephone (513) 552–

2981, fax (513) 552–2816. 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.

(l) This amendment becomes effective on

January 28, 1998.

Issued in Burlington, Massachusetts, on

January 15, 1998.

James C. Jones,

Assistant Manager, Engine and Propeller

Directorate, Aircraft Certification Service.

[FR Doc. 98–1704 Filed 1–27–98; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 97–ANE–35–AD; Amendment

39–10289; AD 98–02–07]

RIN 2120–AA64

Airworthiness Directives; Hartzell

Propeller Inc. Model HC–E4A–3(A,I)

Propellers

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that is

applicable to Hartzell Propeller Inc.

Model HC–E4A–3(A,I) propellers. This

action requires replacing propeller blade

counterweight clamp bolts with

improved bolts. This amendment is

prompted by reports of a manufacturing

defect in the counterweight clamp bolts

that resulted in the blade counterweight

separating and causing damage to the

propeller. The actions specified in this

AD are intended to prevent

counterweight clamp bolt failure, which

can result in propeller blade

counterweight separation and damage to

the propeller and aircraft.

DATES: Effective February 12, 1998.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of February

12, 1998.

Comments for inclusion in the Rules

Docket must be received on or before

March 30, 1998.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), New England

Region, Office of the Regional Counsel,

Attention: Rules Docket No. 97–ANE–

35–AD, 12 New England Executive Park,

Burlington, MA 01803–5299. Comments

may also be sent via the Internet using

the following address:

‘‘9-ad-engineprop@faa.dot.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 Hartzell

Propeller Inc., One Propeller Place,

Piqua, OH 45356–2634, ATTN: Product

Support; telephone (937) 778–4200, fax

(937) 778–4321. This information may

be examined at the FAA, New England

Region, Office of the Regional 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:

Tomaso DiPaolo, Aerospace Engineer,

Chicago Aircraft Certification Office,

FAA, Small Airplane Directorate, 2300

East Devon Ave., Des Plaines, IL 60018;

telephone (847) 294–7031, fax (847)

294–7834.

SUPPLEMENTARY INFORMATION: The

Federal Aviation Administration (FAA)

has received a report that a Hartzell

Propeller Inc. Model HC–E4A–3(A,I)

propeller blade counterweight clamp

bolt broke, the propeller blade

counterweight separated in flight and

damaged the adjacent propeller blade

(about 12 inches from the hub). The

investigation revealed that the propeller

blade counterweight clamp bolt failure

was caused by a manufacturing defect

known as liquid metal embrittlement.

The manufacturer has informed the

FAA that all propellers operated on

aircraft of U.S. registry have

accomplished the required actions, and,

therefore, are no longer affected by this

unsafe condition. This AD, then, is

necessary to require accomplishment of

the required actions for propellers

installed on aircraft currently of foreign

registry that may some day be imported

into the U.S. Accordingly, the FAA has

determined that notice and prior

opportunity for comment are

unnecessary and good cause exists for

making this amendment effective in less

than 30 days. This condition, if not

corrected, could result in counterweight

clamp bolt failure, which can result in

propeller blade counterweight

separation and damage to the propeller

and aircraft.

The FAA has reviewed and approved

the technical contents of Hartzell

Propeller Inc. Service Bulletin (ASB)

No. HC–ASB–61–219, Revision 1, dated

July 2, 1996, that describes procedures

for replacing propeller blade

counterweight clamp bolts with

improved bolts.

Since an unsafe condition has been

identified that is likely to exist or

develop on other propellers of the same

type design, this AD is being issued to

prevent counterweight clamp bolt

failure. This AD requires replacing

propeller blade counterweight clamp

bolts with improved bolts. The actions

are required to be accomplished in

accordance with the SB described

previously.

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.