23574 Federal Register / Vol. 75, No. 85 / Tuesday, May 4, 2010 / Rules and Regulations 

TABLE 1—COMPLIANCE TIMES FOR CONFIGURATION 1—Continued 

For Model— That have 

accumulated— 

Whichever occurs later And repeat the inspection 

at intervals not to exceed— Inspect before the 

accumulation of— Or within— 

A310–300 SR 3 airplanes 

with GE engines.

>18,000 total flight cycles 1 19,500 total flight cycles or 

55,500 total flight hours, 

whichever occurs first.

250 flight cycles 2 .............. 5,700 flight cycles or 

15,900 flight hours, 

whichever occurs first. 

A310–300 SR 3 airplanes 

with Pratt & Whitney 

4000 engines.

≤18,000 total flight cycles 1 7,000 total flight cycles or 

19,600 total flight hours, 

whichever occurs first.

1,500 flight cycles 2 ........... 5,800 flight cycles or 

16,200 flight hours, 

whichever occurs first. 

A310–300 SR 3 airplanes 

with Pratt & Whitney 

4000 engines.

>18,000 total flight cycles 1 19,500 total flight cycles or 

55,500 total flight hours, 

whichever occurs first.

250 flight cycles 2 .............. 5,800 flight cycles or 

16,200 flight hours, 

whichever occurs first. 

A310–300 LR 4 airplanes 

with Pratt & Whitney 

JT9D engines.

≤18,000 total flight cycles 1 5,900 total flight cycles or 

29,500 total flight hours, 

whichever occurs first.

1,500 flight cycles 2 ........... 6,000 flight cycles or 

30,300 flight hours, 

whichever occurs first. 

A310–300 LR 4 airplanes 

with Pratt & Whitney 

JT9D engines.

>18,000 total flight cycles 1 19,500 total flight cycles or 

55,500 total flight hours, 

whichever occurs first.

250 flight cycles 2 .............. 6,000 flight cycles or 

30,300 flight hours, 

whichever occurs first. 

A310–300 LR 4 airplanes 

with GE engines.

≤18,000 total flight cycles 1 4,800 total flight cycles or 

24,100 total flight hours, 

whichever occurs first.

1,500 flight cycles 2 ........... 5,100 flight cycles or 

25,500 flight hours, 

whichever occurs first. 

A310–300 LR 4 airplanes 

with GE engines.

>18,000 total flight cycles 1 19,500 total flight cycles or 

55,500 total flight hours, 

whichever occurs first.

250 flight cycles 2 .............. 5,100 flight cycles or 

25,500 flight hours, 

whichever occurs first. 

A310–300 LR 4 airplanes 

with Pratt & Whitney 

4000 engines.

≤18,000 total flight cycles 1 4,800 total flight cycles or 

24,000 total flight hours, 

whichever occurs first.

1,500 flight cycles 2 ........... 5,200 flight cycles or 

26,300 flight hours, 

whichever occurs first. 

A310–300 LR 4 airplanes 

with Pratt & Whitney 

4000 engines.

>18,000 total flight cycles 1 19,500 total flight cycles or 

55,500 total flight hours, 

whichever occurs first.

250 flight cycles 2 .............. 5,200 flight cycles or 

26,300 flight hours, 

whichever occurs first. 

1As of the effective date of this AD. 

2After the effective date of this AD. 

3 ‘‘SR’’ applies to airplanes with average flights less than 4 flight hours. 4 ‘‘LR’’ refers to airplanes with average flights of 4 or more flight hours. 

* * * * * 

Issued in Renton, Washington on April 15, 

2010. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–9521 Filed 5–3–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2008–1353; Directorate 

Identifier 2008–NE–46–AD; Amendment 39– 

16279; AD 2010–09–14] 

RIN 2120–AA64 

Airworthiness Directives; CFM 

International, S.A. CFM56–5B1/P, –5B2/ 

P, –5B3/P, –5B3/P1, –5B4/P, –5B5/P, 

–5B6/P, –5B7/P, –5B8/P, –5B9/P, –5B1/ 

2P, –5B2/2P, –5B3/2P, –5B3/2P1, –5B4/ 

2P, –5B4/P1, –5B6/2P, –5B4/2P1, and 

–5B9/2P Turbofan Engines 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: The FAA is superseding an 

existing airworthiness directive (AD) for 

CFM International, S.A. CFM56–5B 

series turbofan engines. That AD 

requires reviewing exhaust gas 

temperature (EGT) monitoring records 

to determine EGT margin deterioration, 

and for airplanes where both engines 

have greater than 80 °centigrade (C) of 

EGT margin deterioration, borescopeinspecting the high-pressure compressor 

(HPC) of both engines. That AD also 

requires removing from service any 

engine that does not pass the borescope 

inspection and, if both engines pass, 

replacing one of the engines with an 

engine that has 80 °C or less of EGT 

margin deterioration. That AD also 

requires continuous monitoring of EGT 

margin deterioration on engines in 

service to prevent two engines on an 

airplane from having greater than 80 °C 

of EGT margin deterioration. This AD: 

• Reduces the number of engine 

models affected; 

• Continues to monitor EGT margin 

deterioration; 

• Lowers the EGT margin threshold 

from 80 °C to 75 °C; 

• Removes FADEC software version 

5.B.Q and earlier versions from the 

engine as mandatory terminating action 

to the continuous EGT margin 

deterioration monitoring, for certain 

engine models; 

• Removes the requirement to 

borescope inspect; and 

• Removes the requirement to replace 

one of the engines with an engine that 

has 80 °C or less deterioration of EGT 

margin as a corrective action. 

This AD results from a reduction of 

the affected engine models listed in AD 

2009–01–01 from 25 to 19, a reduction 

in the engine EGT margin deterioration 

threshold from 80 °C to 75 °C, the 

introduction of terminating action to the 

continuous EGT monitoring for certain 

engines, and a change to the removal 

plan for the remaining engines if the 

EGT margin deterioration is greater than 

75 °C. We are issuing this AD to prevent 

HPC stalls, which could prevent 

continued safe flight or landing. 

DATES: This AD becomes effective June 

8, 2010. The Director of the Federal 

Register approved the incorporation by 

reference of certain publications listed 

in the regulations as of June 8, 2010. 

ADDRESSES: You can get the service 

information identified in this AD from 

CFM International, S.A., Technical 

Customer Support, 1 Neumann Way, 

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Federal Register / Vol. 75, No. 85 / Tuesday, May 4, 2010 / Rules and Regulations 23575 

Cincinnati, OH 45215; telephone (513) 

552–3272; fax (513) 552–3329, Web 

address http://customer.geae.com. 

The Docket Operations office is 

located at Docket Management Facility, 

U.S. Department of Transportation, 1200 

New Jersey Avenue, SE., West Building 

Ground Floor, Room W12–140, 

Washington, DC 20590–0001. 

FOR FURTHER INFORMATION CONTACT: 

Wayne Maguire, Aerospace Engineer, 

Engine Certification Office, FAA, Engine 

and Propeller Directorate, 12 New 

England Executive Park, Burlington, MA 

01803; e-mail: wayne.maguire@faa.gov; 

telephone (781) 238–7778; fax (781) 

238–7199. 

SUPPLEMENTARY INFORMATION: The FAA 

proposed to amend 14 CFR part 39 by 

superseding AD 2009–01–01, 

Amendment 39–15779 (73 FR 80296, 

December 31, 2008), with a proposed 

AD. The proposed AD applies to CFM 

International, S.A. CFM56–5B series 

turbofan engines. We published the 

proposed AD in the Federal Register on 

December 21, 2009 (74 FR 67834). That 

action proposed to require continuous 

monitoring of EGT margin deterioration, 

removing FADEC software version 5.B.Q 

and earlier versions from the engine as 

mandatory terminating action to the 

repetitive recalculating and EGT 

monitoring for certain engine models, 

and removing other certain engine 

models from service if the EGT margin 

deterioration is greater than 75 °C. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Operations office 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 street address for 

the Docket Operations office (telephone 

(800) 647–5527) is provided in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

Comments 

We provided the public the 

opportunity to participate in the 

development of this AD. We have 

considered the comments received. 

Request To Clarify Engine Replacement 

Requirements 

One commenter, CFM International, 

S.A., requests that we change the 

proposed AD to state, in part: ‘‘For 

airplanes where both engines indicate 

more than 75 °C EGT margin 

deterioration, within 150 CIS either 

remove one engine and replace it with 

an engine indicating less than 75 °C 

EGT margin.’’ 

We do not agree. When both installed 

engines have greater than 75 °C EGT 

margin deterioration, the proposed AD 

no longer allows replacing one of the 

engines with an engine that has 75 °C 

or less of EGT margin deterioration as a 

corrective action. We do not agree with 

the commenter’s requested change, but 

we see an opportunity to clarify that the 

terminating action for this AD for 

certain engine models, is to remove 

FADEC software version 5.B.Q and 

earlier. For other engine models, the 

corrective action is to remove those 

engines from service that have greater 

than 75 °C of EGT margin deterioration. 

We added this clarification to the 

Summary of this AD. We kept the same 

engine replacement requirements in this 

AD, as those in the proposed AD. 

Request To Reference the Latest 

Version of Software 

CFM International, S.A. requests that 

we reference the latest version of 

software to be installed, which is 

version 5.B.R. 

We do not agree. We intentionally 

referenced the software versions 

needing to be removed but not the 

version to be installed, as that version 

could become superseded in the future. 

We did not change the AD. 

Request To Correct the Service 

Information Reference 

CFM International, S.A. requests that 

we correct the service information 

reference in paragraph (k) to read ‘‘CFM 

International, S.A. Alert Service 

Bulletin No. CFM56–5B S/B 72–A0722, 

Revision 1, dated March 20, 2009.’’ 

We agree. We changed the AD to 

reflect the new service information 

reference throughout the compliance 

section. 

Request To Indent Sub-Paragraphs 

CFM International, S.A. requests that 

we indent the proposed AD numbered 

sub-paragraphs, as this further 

distinguishes the unique terminating 

actions for each group of identified 

CFM56 engine models. 

We do not agree. Rulemaking 

procedures require that we do not 

indent sub-paragraphs. We did not 

change the AD. 

Request To Alleviate 

Two private commenters request that 

the prohibition against using engine 

control software version 5.B.Q or earlier 

versions, be alleviated for the CFM56– 

5B/2P (dual annular combustor) family 

of engine models. One other commenter 

requests that we move the contents of 

paragraph (h) to paragraph (f). The 

commenters state that the currently 

available engine control software 

version for those engines is earlier than 

version 5.B.Q. 

We partially agree. We clarified 

paragraph (h) to apply to only those 

engine models where terminating action 

includes engine control software. We 

also added a second prohibition 

paragraph to apply to only those engines 

listed in paragraph (g). However, we did 

not move the contents of paragraph (h) 

to paragraph (f). 

Conclusion 

We have carefully reviewed the 

available data, including the comments 

received, and determined that air safety 

and the public interest require adopting 

the AD with the changes described 

previously. We have determined that 

these changes will neither increase the 

economic burden on any operator nor 

increase the scope of the AD. 

Costs of Compliance 

We estimate that this AD will affect 

397 engines installed on airplanes of 

U.S. registry. We also estimate that it 

will take about one work-hour to install 

FADEC software. The average labor rate 

is $80 per work-hour. There are no 

required parts costs. Based on these 

figures, we estimate the total cost of the 

AD to U.S. operators to be $31,760. 

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 have determined that this AD will 

not have federalism implications under 

Executive Order 13132. This AD will 

not have a substantial direct effect on 

the States, on the relationship between 

the national government and the States, 

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23576 Federal Register / Vol. 75, No. 85 / Tuesday, May 4, 2010 / Rules and Regulations 

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) 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. 

We prepared a summary of the costs 

to comply with this AD and placed it in 

the AD Docket. You may get a copy of 

this summary at the address listed 

under ADDRESSES. 

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 Federal Aviation Administration 

amends 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 39–15779 (73 FR 

80296, December 31, 2008) and by 

adding a new airworthiness directive, 

Amendment 39–16279, to read as 

follows: 

2010–09–14 CFM International, S.A.: 

Amendment 39–16279. Docket No. 

FAA–2008–1353; Directorate Identifier 

2008–NE–46–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective June 8, 2010. 

Affected ADs 

(b) This AD supersedes AD 2009–01–01, 

Amendment 39–15779. 

Applicability 

(c) This AD applies to CFM International, 

S.A. CFM56–5B1/P, –5B2/P, –5B3/P, –5B3/ 

P1, –5B4/P, –5B5/P, –5B6/P, –5B7/P, –5B8/ 

P, –5B9/P, –5B1/2P, –5B2/2P, –5B3/2P, 

–5B3/2P1, –5B4/2P, –5B4/P1, –5B6/2P, 

–5B4/2P1, and –5B9/2P turbofan engines. 

These engines are installed on, but not 

limited to, Airbus A318, A319, A320, and 

A321 series airplanes. 

Unsafe Condition 

(d) This AD results from a reduction of the 

affected engine models listed in AD 2009– 

01–01 from 25 to 19, a reduction in the 

engine exhaust gas temperature (EGT) margin 

deterioration threshold from 80 °C to 75 °C, 

the introduction of terminating action to the 

continuous EGT monitoring for certain 

engines, and a change to the removal plan for 

the remaining engines if the EGT margin 

deterioration is greater than 75 °C. We are 

issuing this AD to prevent high-pressure 

compressor stalls, which could prevent 

continued safe flight or landing. 

Compliance 

(e) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified unless the 

actions have already been done. 

(f) On the effective date of this AD, and at 

any time after the effective date of this AD, 

for CFM International, S.A. CFM56–5B1/P, 

–5B2/P, –5B3/P, –5B3/P1, –5B4/P, –5B4/P1, 

–5B5/P, –5B6/P, –5B7/P, –5B8/P and –5B9/ 

P turbofan engines: 

(1) Monitor and calculate engine EGT 

margin deterioration. Use paragraphs 3.A.(2) 

and 3.A.(3) of the Accomplishment 

Instructions and Appendix A of CFM 

International, S.A. Alert Service Bulletin 

(ASB) No. CFM56–5B S/B 72–A0722, 

Revision 1, dated March 20, 2009, to do the 

monitoring and calculating. 

(2) As mandatory terminating action to the 

repetitive recalculating and monitoring of 

EGT margin deterioration, remove FADEC 

software version 5.B.Q and earlier versions 

from engines that have greater than 75 °C of 

EGT margin deterioration within 150 

additional cycles-in-service (CIS). 

(3) As mandatory terminating action to the 

repetitive recalculating and monitoring of 

EGT margin deterioration, remove FADEC 

software version 5.B.Q and earlier versions 

from engines that have less than or equal to 

75 °C of EGT margin deterioration within 900 

additional CIS. 

(g) On the effective date of this AD, and at 

any time after the effective date of this AD, 

for CFM International, S.A. CFM56–5B1/2P, 

–5B2/2P, –5B3/2P, –5B3/2P1, –5B4/2P, 

–5B4/2P1, –5B6/2P and –5B9/2P turbofan 

engines: 

(1) Monitor and calculate engine EGT 

margin deterioration. Use paragraphs 3.A.(2) 

and 3.A.(3) of the Accomplishment 

Instructions and Appendix A of CFM 

International, S.A. ASB No. CFM56–5B S/B 

72–A0722, Revision 1, dated March 20, 2009, 

to do the monitoring and calculating. 

(2) Remove engines from service that have 

greater than 75 °C of EGT margin 

deterioration within 150 additional CIS. 

Installation Prohibitions 

(h) For engines listed in paragraph (f) of 

this AD, after the effective date of this AD, 

do not install FADEC software version 5.B.Q 

or any earlier software versions. 

(i) For engines listed in paragraph (g) of 

this AD, after the effective date of this AD, 

do not install an engine that has greater than 

75 °C of EGT margin deterioration. 

Interim Actions 

(j) These actions are interim actions and we 

anticipate further rulemaking actions in the 

future, including further action to address the 

remaining engines in service that are above 

75 °C deterioration of EGT margin. 

Alternative Methods of Compliance 

(AMOCs) 

(k) 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 

(l) Refer to European Aviation Safety 

Agency Airworthiness Directive 2009–0088, 

Revision 1, dated April 28, 2009, for related 

information. 

(m) Contact Wayne Maguire, Aerospace 

Engineer, Engine Certification Office, FAA, 

Engine and Propeller Directorate, 12 New 

England Executive Park, Burlington, MA 

01803; e-mail: wayne.maguire@faa.gov; 

telephone (781) 238–7778; fax (781) 238– 

7199, for more information about this AD. 

Material Incorporated by Reference 

(n) You must use CFM International, S. A. 

Alert Service Bulletin No. CFM56–5B S/B 

72–A0722, Revision 1, dated March 20, 2009, 

to perform the EGT calculating and 

monitoring required by this AD. The Director 

of the Federal Register approved the 

incorporation by reference of this service 

bulletin in accordance with 5 U.S.C. 552(a) 

and 1 CFR part 51. Contact CFM 

International, S.A., Technical Customer 

Support, 1 Neumann Way, Cincinnati, OH 

45215; telephone (513) 552–3272; fax (513) 

552–3329, Web address http:// 

customer.geae.com, for a copy of this service 

information. You may review copies at the 

FAA, New England Region, 12 New England 

Executive Park, Burlington, MA; or at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

202–741–6030, or go to: http:// 

www.archives.gov/federal-register/cfr/ibrlocations.html. 

Issued in Burlington, Massachusetts, on 

April 23, 2010. 

Peter A. White, 

Assistant Manager, Engine and Propeller 

Directorate, Aircraft Certification Service. 

[FR Doc. 2010–10177 Filed 5–3–10; 8:45 am] 

BILLING CODE 4910–13–P 

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