Federal Register / Vol. 76, No. 201 / Tuesday, October 18, 2011 / Proposed Rules 64287 

products identified in this rulemaking 

action. 

Regulatory Findings 

We determined that this proposed AD 

would not have federalism implications 

under Executive Order 13132. This 

proposed AD 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. 

For the reasons discussed above, I 

certify this proposed regulation: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

2. Is not a ‘‘significant rule’’ under the 

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. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this proposed AD and placed it in the 

AD docket. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 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. The FAA amends § 39.13 by 

removing Amendment 39–16236, and 

adding the following new AD: 

Thielert Aircraft Engines GmbH: Docket No. 

FAA–2009–0948; Directorate Identifier 

2009–NE–30–AD. 

Comments Due Date 

(a) We must receive comments by 

November 17, 2011. 

Affected Airworthiness Directives (ADs) 

(b) This AD revises AD 2010–06–12, 

Amendment 39–16236. 

Applicability 

(c) This AD applies to Thielert Aircraft 

Engines GmbH (TAE) models TAE 125–01 

and TAE 125–02–99 reciprocating engines 

installed in, but not limited to, Cessna 172 

and (Reims-built) F172 series (European 

Aviation Safety Agency (EASA) 

Supplemental Type Certificate (STC) No. 

EASA.A.S.01527); Piper PA–28 series (EASA 

STC No. EASA.A.S. 01632); APEX (Robin) 

DR 400 series (EASA STC No. A.S.01380); 

and Diamond Aircraft Industries Models 

DA40 and DA42 airplanes. 

Reason 

(d) As a consequence of occurrences and 

service experience, Thielert Aircraft Engines 

GmbH has introduced a new rail pressure 

control valve part number (P/N) 05–7320– 

E000702 and has amended the Airworthiness 

Limitation Section (ALS) of the Operation & 

Maintenance Manual OM–02–02 to include a 

replacement of the rail pressure control 

valve. Failure of this part could result in inflight shutdowns of the engine(s). 

TAE has also amended the ALS of the 

Operation & Maintenance Manual OM–02–01 

to include a replacement of the rail pressure 

valve. This AD results from mandatory 

continuing airworthiness information 

(MCAIs) issued by an aviation authority of 

another country to identify and correct an 

unsafe condition on an aviation product and 

from a comment received from EASA on AD 

2010–06–12. We are issuing this AD to 

prevent engine in-flight shutdown, possibly 

resulting in reduced control of the aircraft. 

Actions and Compliance 

(e) Unless already done, do the following 

actions. 

TAE 125–02–99 Reciprocating Engines 

(1) For TAE 125–02–99 reciprocating 

engines, within 100 flight hours after the 

effective date of this AD, replace the existing 

rail pressure control valve with a rail 

pressure control valve P/N 05–7320– 

E000702, and modify the Vrail plug to make 

it compatible with the replacement rail 

pressure control valve. 

(2) Guidance on the valve replacement and 

rail modification specified in paragraph (e)(1) 

of this AD can be found in Thielert Repair 

Manual RM–02–02, Chapter 73–10.08, and 

Chapter 39–40.08, respectively. 

TAE 125–01 Reciprocating Engines 

(3) For TAE 125–01 reciprocating engines, 

before 600 flight hours time-since-new, or 

within 100 flight hours after the effective 

date of this AD, whichever occurs later, 

replace the existing rail pressure control 

valve with a rail pressure control valve, P/N 

02–7320–04100R3. 

(4) Guidance on the valve replacement 

specified in paragraph (e)(3) of this AD can 

be found in Thielert Repair Manual RM–02– 

01, Chapter 29.0. 

TAE 125–02–99 and TAE 125–01 Engines, 

Repetitive Replacements of Rail Pressure 

Control Valves 

(5) Thereafter, for affected TAE 125–02–99 

and TAE 125–01 engines, replace the rail 

pressure control valve with the same P/N 

valve within every 600 flight hours. 

FAA AD Differences 

(f) This AD differs from the Mandatory 

Continuing Airworthiness Information 

(MCAI) and/or service information as 

follows: 

(1) For the TAE 125–02–99 reciprocating 

engines, we reduced the initial compliance 

time from within 110 flight hours to within 

100 flight hours after the effective date of this 

AD. 

(2) The MCAIs instruct the operators to 

follow Thielert Maintenance Manual, 

Chapter 5, Airworthiness Limitations, for the 

repetitive compliance time for the rail 

pressure control valve, which, in the manual, 

is 600 flight hours. We found it necessary to 

specify the repetitive replacement 

compliance time in this AD, to within every 

600 flight hours. 

Alternative Methods of Compliance 

(AMOCs) 

(g) The Manager, Engine Certification 

Office, FAA, has the authority to approve 

AMOCs for this AD, if requested using the 

procedures found in 14 CFR 39.19. 

Related Information 

(h) Refer to MCAI EASA AD 2008–0128, 

dated July 9, 2008, EASA AD 2008–0215, 

dated December 5, 2008, Thielert Service 

Bulletin No. TAE 125–1008 P1, Revision 1, 

dated September 29, 2008, and Thielert 

Repair Manual RM–02–02, for related 

information. Contact Thielert Aircraft 

Engines GmbH, Platanenstrasse 14 D–09350, 

Lichtenstein, Germany, telephone: +49– 

37204–696–0; fax: +49–37204–696–55; 

e-mail: info@centurion-engines.com, for a 

copy of this service information. 

(i) Contact Alan Strom, Aerospace 

Engineer, Engine Certification Office, FAA, 

Engine and Propeller Directorate, 12 New 

England Executive Park, Burlington, MA 

01803; telephone 781–238–7143; fax 781– 

238–7199; e-mail: alan.strom@faa.gov, for 

more information about this AD. 

Issued in Burlington, Massachusetts, on 

October 6, 2011. 

Peter A. White, 

Manager, Engine and Propeller Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–26822 Filed 10–17–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0599; Directorate 

Identifier 2011–NE–19–AD] 

RIN 2120–AA64 

Airworthiness Directives; General 

Electric Company CF34–10E Series 

Turbofan Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for General 

Electric Company (GE) CF34–10E series 

turbofan engines. This proposed AD was 


srobinson on DSK4SPTVN1PROD with PROPOSALS
64288 Federal Register / Vol. 76, No. 201 / Tuesday, October 18, 2011 / Proposed Rules 

prompted by a report of heavy wear 

found on the seating surface of the 

center vent duct (CVD) (commonly 

referred to as center vent tube) support 

ring and on the inside diameter of the 

fan drive shaft at the mating location. 

This proposed AD would require 

removing from service CVD support 

assemblies from certain serial numbers 

(S/Ns) of CF34–10E series turbofan 

engines. This proposed AD would also 

require removing any fan drive shaft 

from service if wear is found on either 

the CVD support ring or the fan drive 

shaft. We are proposing this AD to 

prevent fan drive shaft failure, leading 

to uncontained engine failure and 

damage to the airplane. 

DATES: We must receive comments on 

this proposed AD by December 2, 2011. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, by any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue, SE., Washington, DC 20590. 

• Hand Delivery: Deliver to Mail 

address above between 9 a.m. and 

5 p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this AD, contact GE-Aviation, M/D Rm. 

285, One Neumann Way, Cincinnati, 

OH 45215, phone: 513–552–3272; 

e-mail: geae.aoc@ge.com. 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; 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 proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 

(phone: 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: John 

Frost, Aerospace Engineer, Engine 

Certification Office, FAA, 12 New 

England Executive Park, Burlington, MA 

01803; phone: 781–238–7756; fax: 781– 

238–7199; e-mail: john.frost@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposal. Send your comments to 

an address listed under the ADDRESSES

section. Include ‘‘Docket No. FAA– 

2011–0599; Directorate Identifier 2011– 

NE–19–AD’’ at the beginning of your 

comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD because of those 

comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

We received a report of wear found on 

the seating surface of the CVD support 

ring and on the inside diameter of the 

fan drive shaft, where the two parts are 

in contact with each other. The wear 

was caused by relative motion between 

the CVD support assembly and the fan 

drive shaft during engine operation. The 

relative motion resulted from CVD 

support assemblies with improper 

sleeve thread lengths. This 

nonconformance was caused during 

manufacture, and the affected parts 

were released into service. A 

subpopulation of engines has been 

identified by engine S/N, that could 

have the same quality escape. Once 

removed, the CVD support assembly 

(consisting of self-locking nut, part 

number (P/N) 2226M57G03, threaded 

sleeve, P/N 2226M55P03, and support 

ring, P/N 2226M56P01) will be 

inspected for evidence of wear, and then 

never used again. This condition, if not 

corrected, could result in low-cyclefatigue failure of the fan drive shaft, 

leading to engine failure. 

FAA’s Determination 

We are proposing this AD because we 

evaluated all the relevant information 

and determined the condition described 

previously is unsafe and is likely to 

exist or develop in other products of the 

same type design. 

Proposed AD Requirements 

This proposed AD would require: 

• First inspecting the seating surface 

of the CVD support ring for wear, and 

then inspecting the fan drive shaft 

inside diameter for wear, where the two 

parts come in contact with each other; 

• If wear is found on either the CVD 

support ring seating surface or the 

corresponding contact area inside the 

fan drive shaft, then removing the fan 

drive shaft from service; and 

• Removing from service all of the 

CVD support assemblies from the 

affected S/N engines identified in the 

proposed AD. 

Costs of Compliance 

We estimate that this proposed AD 

would affect 71 GE CF34–10E series 

turbofan engines installed on airplanes 

of U.S. registry. We also estimate that it 

would take about 8 work-hours per 

engine to perform a replacement of the 

CVD support assembly and visual 

inspections, and that the average labor 

rate is $85 per work-hour. A 

replacement CVD support assembly 

costs about $3,080. We estimate that two 

fan drive shafts would fail inspection 

and require replacement. A replacement 

fan drive shaft costs about $126,900. We 

estimate that no additional labor costs 

would be incurred to perform the 

required part replacements as the 

replacements are done at time of 

scheduled engine shop visit. Based on 

these figures, we estimate the total cost 

of the AD to U.S. operators to be 

$520,760. 

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 FAA Administrator. Subtitle VII: 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking 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 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We determined that this proposed AD 

would not have federalism implications 

under Executive Order 13132. This 

proposed AD would not have a 

substantial direct effect on the States, on 

the relationship between the national 

Government and the States, or on the 


srobinson on DSK4SPTVN1PROD with PROPOSALS
Federal Register / Vol. 76, No. 201 / Tuesday, October 18, 2011 / Proposed Rules 64289 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify this proposed regulation: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

(2) Is not a ‘‘significant rule’’ under 

the DOT Regulatory Policies and 

Procedures (44 FR 11034, February 26, 

1979), 

(3) Will not affect intrastate aviation 

in Alaska, 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. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 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. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

General Electric Company: Docket No. FAA– 

2011–0599; Directorate Identifier 2011– 

NE–19–AD. 

(a) Comments Due Date 

We must receive comments by December 2, 

2011. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to General Electric 

Company (GE) CF34–10E series turbofan 

engines, serial number (S/N) 994116, and 

S/Ns 994118 through 994186 inclusive. 

(d) Unsafe Condition 

This AD was prompted by a report of 

heavy wear found on the seating surface of 

the center vent duct (CVD) (commonly 

referred to as center vent tube) support ring 

and on the inside diameter of the fan drive 

shaft at the mating location. The wear is 

caused by relative motion between the CVD 

support assembly (consisting of self-locking 

nut, part number (P/N) 2226M57G03, 

threaded sleeve, P/N 2226M55P03, and 

support ring, P/N 2226M56P01) and the fan 

drive shaft, during engine operation. We are 

issuing this AD to prevent fan drive shaft 

failure, leading to uncontained engine failure 

and damage to the airplane. 

(e) Compliance 

Comply with this AD before accumulating 

11,500 total cycles-in-service on the engine, 

unless already done. 

(f) Inspection and Removal From Service of 

CVD Support Assembly; and Determination 

of Fan Drive Shaft Serviceability 

Visually inspect the seating surface of the 

CVD support ring for wear. 

(1) If there is sign of wear on the CVD 

support ring, remove the CVD support 

assembly and the fan drive shaft from service 

before further flight. 

(2) If there is no sign of wear on the CVD 

support ring, remove the CVD support 

assembly from service and borescope inspect 

the inside diameter of the fan drive shaft at 

the CVD support ring contact area, for wear. 

(3) If there is sign of wear on the fan drive 

shaft, remove the fan drive shaft from service 

before further flight. 

(g) Installation Prohibition 

After the effective date of this AD, do not 

return to service any CVD support assembly 

(consisting of self-locking nut, P/N 

2226M57G03, threaded sleeve, P/N 

2226M55P03, and support ring, P/N 

2226M56P01) removed from service as 

specified in this AD. 

(h) Definition 

For the purposes of this AD, the phrase 

‘‘any sign of wear’’ is defined as any visual 

indication of removal of parent material from 

the CVD seating surface or the fan drive shaft. 

(i) Alternative Methods of Compliance 

(AMOCs) 

The Manager, Engine Certification Office, 

FAA, has the authority to approve AMOCs 

for this AD, if requested using the procedures 

found in 14 CFR 39.19. 

(j) Related Information 

(1) For more information about this AD, 

contact John Frost, Aerospace Engineer, 

Engine Certification Office, FAA, 12 New 

England Executive Park, Burlington, MA 

01803; phone: 781–238–7756; fax: 781–238– 

7199; e-mail: john.frost@faa.gov. 

(2) Refer to GE Service Bulletin No. CF34– 

10E S/B 72–0188, for related information. 

Contact GE–Aviation, M/D Rm. 285, One 

Neumann Way, Cincinnati, OH 45215, 

phone: 513–552–3272; e-mail: 

geae.aoc@ge.com, for a copy of this service 

information. You may review copies of the 

referenced 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 781–238–7125. 

Issued in Burlington, Massachusetts, on 

October 6, 2011. 

Peter A. White, 

Manager, Engine & Propeller Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–26824 Filed 10–17–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0956; Directorate 

Identifier 2011–NE–23–AD] 

RIN 2120–AA64 

Airworthiness Directives; Thielert 

Aircraft Engines GmbH (TAE) TAE 

125–02–99 and TAE 125–02–114 

Reciprocating Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for the 

products listed above. This proposed 

AD results from mandatory continuing 

airworthiness information (MCAI) 

issued by an aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as: 

In-flight engine shutdown incidents have 

been reported on aeroplanes equipped with 

TAE 125 engines. Preliminary investigations 

showed that it was mainly the result of the 

sensitivity of friction disk Part Number (P/N) 

05–7211–K010201 against possible 

misalignment of gearbox and core engine 

during assembly. 

This condition, if not corrected, could 

result in further cases of engine in-flight 

shutdown and consequent loss of control of 

the aeroplane. 

To address this unsafe condition, Thielert 

Aircraft Engines GmbH has developed a new 

friction disk. 

We are proposing this AD to prevent 

in-flight engine shutdown, which could 

result in loss of control of the airplane. 

DATES: We must receive comments on 

this proposed AD by December 2, 2011. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov and follow 

the instructions for sending your 

comments electronically. 

• Mail: Docket Management Facility, 

U.S. Department of Transportation, 1200 

New Jersey Avenue, SE., West Building 

Ground Floor, Room W12–140, 

Washington, DC 20590–0001. 

• Hand Delivery: Deliver to Mail 

address above between 9 a.m. and 

5 p.m., Monday through Friday, except 

Federal holidays. 

• Fax: 202–493–2251. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 


srobinson on DSK4SPTVN1PROD with PROPOSALS