Federal Register / Vol. 60, No. 94 / Tuesday, May 16, 1995 / Rules and Regulations 25985

Service Bulletin 757–54A0030, Revision 1,

dated December 20, 1993. If any forward

support bracket is manufactured from 17–

7PH steel, no further action is required by

this AD for that forward bracket.

Note 2: The brackets positioned after the

forward bracket should be manufactured

from 17–7PH steel, as shown below:

Bracket Part No.

(Power

plant

station

No.)

First Bracket ....... 312N5817–13

(or equivalent).

PPS 102

Second Bracket .. 312N5817–19

(or equivalent).

PPS 120

Third Bracket ...... 312N5817–23

(or equivalent).

PPS 129

Fourth Bracket .... 312N5817–25

(or equivalent).

PPS 145

(b) For Groups 1 and 2 Airplanes: Within

60 days after February 28, 1994 (the effective

date of AD 94–04–04, amendment 39–8822)

(for Group 1 airplanes), and prior to further

flight following the inspection required by

paragraph (a) of this AD (for Group 2

airplanes), perform an initial visual

inspection to detect fatigue-related cracks or

breakage on the hydraulic tubing support

brackets not manufactured of 17–7PH steel

on the upper spar web of each engine strut,

in accordance with Boeing Alert Service

Bulletin 757–54A0030, Revision 1, dated

December 20, 1993. If any discrepancy is

detected, prior to further flight, accomplish

the following in accordance with the alert

service bulletin:

(1) For any support bracket that is

completely broken: Perform a further visual

inspection to detect worn areas or other

damage of the upper spar web, the fuel lines,

and the hydraulic lines; and prior to further

flight, accomplish paragraphs (b)(1)(i),

(b)(1)(ii), (b)(1)(iii), and (b)(1)(iv) of this AD

in accordance with the alert service bulletin:

(i) Repair any damaged upper spar web.

(ii) Repair or replace any damaged fuel line

with new or serviceable parts, as necessary.

(iii) Replace any damaged hydraulic line

with new or serviceable parts.

(iv) Remove any broken support bracket;

and, except as provided by paragraph (c) of

this AD, replace it with a new nickel alloy

625 bracket.

(2) For any support bracket that is cracked,

but not completely broken: Perform a further

visual inspection to detect damage of the

hydraulic pressure line only; and prior to

further flight, accomplish paragraphs (b)(2)(i)

and (b)(2)(ii) of this AD in accordance with

the alert service bulletin:

(i) Replace any damaged hydraulic

pressure line with new or serviceable parts,

as necessary.

(ii) Remove any cracked support bracket;

and, except as provided by paragraph (c) of

this AD, replace it with a new nickel alloy

625 bracket.

(c) For any airplane having a support

bracket that is removed during

accomplishment of paragraph (b)(1)(iv) or

(b)(2)(ii) of this AD: The following number of

flights are permitted prior to replacement of

any removed support bracket with a new

nickel alloy 625 bracket (in accordance with

Boeing Alert Service Bulletin 757–54A0030,

Revision 1, dated December 20, 1993),

provided that, prior to further flight, the

cracked or broken brackets are removed

completely, damaged spar webs are repaired,

and fuel lines and hydraulic lines are

repaired or replaced, in accordance with

paragraph (b) of this AD:

Bracket Part No. (power plant station No.) Flights permitted

First Bracket Removed .............................................................................................................. 312N5817–55 (PPS 102) ... No Flights.

Second Bracket Removed ......................................................................................................... 312N5817–69 (PPS 120) ... Ten Flights.

Third Bracket Removed ............................................................................................................. 312N5817–73 (PPS 129) ... Ten Flights.

Fourth Bracket Removed ........................................................................................................... 312N5817–75 (PPS 145) ... Three Flights.

Second and Third Brackets Removed ...................................................................................... ............................................. One Flight.

Multiple Brackets, other than Second and Third ....................................................................... ............................................. No Flights.

(d) For any airplane having a support

bracket that is manufactured from 2024–T42

aluminum alloy or 301 stainless steel: Repeat

the initial inspection required by paragraph

(b) of this AD thereafter at intervals not to

exceed 2,000 flight hours, in accordance with

the procedures described in Boeing Alert

Service Bulletin 757–54A0030, Revision 1,

dated December 20, 1993.

(e) For any airplane having a support

bracket that is manufactured from 2219

aluminum: Repeat the initial inspection

required by paragraph (b) of this AD

thereafter at intervals not to exceed 1,000

flight hours, in accordance with the

procedures described in Boeing Alert Service

Bulletin 757–54A0030, Revision 1, dated

December 20, 1993.

(f) Within 18 months after the effective

date of this AD: Replace all support brackets

manufactured from 2219 aluminum, 2024–

T42 aluminum alloy, or 301 stainless steel,

with either new 17–7PH steel brackets or

new nickel alloy 625 support brackets for the

hydraulic tubing on the upper spar web of

the engine struts at all locations, in

accordance with Boeing Alert Service

Bulletin 757–54A0030, Revision 1, dated

December 20, 1993. Accomplishment of this

modification constitutes terminating action

for the requirements of this AD.

(g) As of February 28, 1994 (the effective

date of AD 94–04–04, amendment 39–8822),

no person shall install any hydraulic tubing

support bracket on the upper spar web of the

engine struts that is manufactured from 2219

aluminum, 2024–T42 aluminum alloy, or 301

stainless steel on any airplane.

(h) 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, Seattle

Aircraft Certification Office (ACO), FAA,

Transport Airplane Directorate. Operators

shall submit their requests through an

appropriate FAA Principal Maintenance

Inspector, who may add comments and then

send it to the Manager, Seattle ACO.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Seattle ACO.

(i) 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 airplane to

a location where the requirements of this AD

can be accomplished.

(j) The inspections, repair, replacement,

and removal shall be done in accordance

with Boeing Alert Service Bulletin 757–

54A0030, Revision 1, dated December 20,

1993. The incorporation by reference of this

document was approved previously by the

Director of the Federal Register in accordance

with 5 U.S.C. 552(a) and 1 CFR part 51 as of

February 28, 1994 (59 FR 65420). Copies may

be obtained from Boeing Commercial

Airplane Group, P.O. Box 3707, Seattle,

Washington 98124–2207. Copies may be

inspected at the FAA, Transport Airplane

Directorate, 1601 Lind Avenue, SW., Renton,

Washington; or at the Office of the Federal

Register, 800 North Capitol Street, NW., suite

700, Washington, DC.

(k) This amendment becomes effective on

June 15, 1995.

Issued in Renton, Washington, on May 9,

1995.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 95–11906 Filed 5–15–95; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 95–ANE–17; Amendment 39–

9228; AD 95–10–11]

Airworthiness Directives; General

Electric Company CF6 Series Turbofan

Engines

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that is
25986 Federal Register / Vol. 60, No. 94 / Tuesday, May 16, 1995 / Rules and Regulations

applicable to General Electric Company

(GE) CF6–80C2 series turbofan engines.

This action requires an initial and

repetitive brake holding torque check of

the fan reverser center drive unit (CDU),

visual inspection of the translating cowl

inner bondment seal, and functional

check of the translating cowl auto restow system. This action also requires

removal and replacement of certain

CDU’s as a terminating action to the

repetitive check and inspection

program. This amendment is prompted

by a report of a CDU not able to hold

the fan reverser translating cowl at the

required position when manually driven

to its stow position during routine

maintenance. The actions specified in

this AD are intended to prevent the loss

of the CDU’s brake holding feature,

which could result in possible

movement of the fan reverser translating

cowl towards the deploy position in

flight.

DATES: Effective May 31, 1995.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of May 31,

1995.

Comments for inclusion in the Rules

Docket must be received on or before

July 17, 1995.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), New England

Region, Office of the Assistant Chief

Counsel, Attention: Rules Docket No.

95–ANE–17, 12 New England Executive

Park, Burlington, MA 01803–5299.

The service information referenced in

this AD may be obtained from Martin

Marietta Services, Inc., Attn: Karen

Lyons, 10525 Chester Road, Cincinnati,

OH 45215. This information may be

examined 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.

FOR FURTHER INFORMATION CONTACT:

Robert Ganley, Aerospace Engineer,

Engine Certification Office, FAA, Engine

and Propeller Directorate, 12 New

England Executive Park, Burlington, MA

01803–5299; telephone (617) 238–7138;

fax (617) 238–7199.

SUPPLEMENTARY INFORMATION: The

Federal Aviation Administration (FAA)

received a report of a center drive unit

(CDU) not able to hold the fan reverser

translating cowl at the required position

when manually driven to its stow

position during routine maintenance.

Investigation revealed that the CDU

brake shaft had worn to the extent that

the braking feature was inoperative.

This feature, in conjunction with two

additional features (auto re-stow and

stow retention), prevents the

uncommanded movement of the

translating cowl towards the deploy

position. Further investigation revealed

that the wear was due to the low

material hardness of the brake shaft.

This low material hardness is the result

of a heat treat step that was

inadvertently omitted from the

manufacturing cycle of the brake shaft.

This condition, if not corrected, could

result in loss of the CDU’s brake holding

feature, which could result in possible

movement of the fan reverser translating

cowl towards the deploy position in

flight.

The FAA has reviewed and approved

the technical contents of Martin

Marietta CF6–80C2 Service Bulletin

(SB) No. 78–1002, Revision 1, dated

March 23, 1995, that describes

procedures for the brake holding torque

check of the fan reverser CDU, visual

inspection of the translating cowl inner

bondment seal, functional check of the

translating cowl auto re-stow system,

and the removal and replacement of the

CDU.

Since an unsafe condition has been

identified that is likely to exist or

develop on other General Electric

Company (GE) CF6–80C2 series

turbofan engines of the same type

design, this AD is being issued to

prevent the loss of the CDU’s brake

holding feature, which could result in

possible movement of the fan reverser

translating cowl towards the deploy

position in flight. This AD requires an

initial and repetitive brake holding

torque check of the fan reverser CDU,

visual inspection of the translating cowl

inner bondment seal, and functional

check of the translating cowl auto restow system. This AD also requires

removal and replacement of certain

CDU’s as a terminating action to the

repetitive check and inspection

program. The actions are required to be

accomplished in accordance with the

service bulletin 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.

Comments are specifically invited on

the overall regulatory, economic,

environmental, and energy aspects of

the rule that might suggest a need to

modify the rule. All comments

submitted will be available, both before

and after the closing date for comments,

in the Rules Docket for examination by

interested persons. A report that

summarizes each FAA-public contact

concerned with the substance of this AD

will be filed in the Rules Docket.

Commenters wishing the FAA to

acknowledge receipt of their comments

submitted in response to this notice

must submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket Number 95–ANE–17.’’ The

postcard will be date stamped and

returned to the commenter.

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.

The FAA has determined that this

regulation is an emergency regulation

that must be issued immediately to

correct an unsafe condition in aircraft,

and is not a ‘‘significant regulatory

action’’ under Executive Order 12866. It

has been determined further that this

action involves an emergency regulation

under DOT Regulatory Policies and

Procedures (44 FR 11034, February 26,

1979). If it is determined that this

emergency regulation otherwise would

be significant under DOT Regulatory

Policies and Procedures, a final

regulatory evaluation will be prepared

and placed in the Rules Docket. A copy

of it, if filed, may be obtained from the

Rules Docket at the location provided

under the caption ‘‘ADDRESSES.’’
Federal Register / Vol. 60, No. 94 / Tuesday, May 16, 1995 / Rules and Regulations 25987

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. App. 1354(a), 1421

and 1423; 49 U.S.C. 106(g); and 14 CFR

11.89.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

95–10–11 General Electric Company:

Amendment 39–9228. Docket 95–ANE–

17.

Applicability: General Electric Company

(GE) CF6–80C2 series turbofan engines

installed on, but not limited to, Airbus A300

and A310 series, Boeing 747 and 767 series,

and McDonnell Douglas MD–11 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 (e)

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 loss of the center drive units

(CDU) brake holding feature, which could

result in possible movement of the fan

reverser translating cowl towards the deploy

position in flight, accomplish the following:

(a) For fan reversers that have a CDU

identified in paragraph 1.A.(1) of Martin

Marietta (MM) CF6–80C2 Service Bulletin

(SB) No. 78–1002, Revision 1, dated March

23, 1995, installed, perform the following:

(1) If the requirements of MM CF6–80C2

SB No. 78–1002, dated February 27, 1995, or

MM CF6–80C2 SB No. 78–1002, Revision 1,

dated March 23, 1995, have not been

previously accomplished, perform a brake

holding torque check of the fan reverser CDU,

a visual inspection of the translating cowl

inner bondment seal, and a functional check

of the translating cowl auto re-stow system in

accordance with paragraphs 2.B, 2.C, and 2.D

of MM CF6–80C2 SB No. 78–1002, Revision

1, dated March 23, 1995, prior to

accumulating 250 cycles in service (CIS) or

30 days, after the effective date of this AD,

whichever occurs earlier.

(2) If the requirements of MM CF6–80C2

SB No. 78–1002, dated February 27, 1995, or

MM CF6–80C2 SB No. 78–1002, Revision 1,

dated March 23, 1995, have been previously

accomplished, accomplish the following:

(i) Perform a brake holding torque check of

the fan reverser CDU in accordance with

paragraph 2.B of MM CF6–80C2 SB No. 78–

1002, Revision 1, dated March 23, 1995, prior

to accumulating 250 CIS since the last brake

holding torque check.

(ii) Perform a visual inspection of the

translating cowl inner bondment seal, and a

functional check of the translating cowl auto

re-stow system in accordance with

paragraphs 2.C and 2.D of MM CF6–80C2 SB

No. 78–1002, Revision 1, dated March 23,

1995, prior to accumulating 1,000 hours

since the last visual inspection of the

translating cowl inner bondment seal and

functional check of the translating cowl auto

re-stow system.

(b) Thereafter, for fan reversers that have

accomplished the inspection and check

requirements in accordance with paragraph

(a) of this AD, accomplish the following:

(1) Perform a brake holding torque check

of the fan reverser CDU in accordance with

paragraph 2.B of MM CF6–80C2 SB No. 78–

1002, Revision 1, dated March 23, 1995, prior

to accumulating 250 CIS since the last brake

holding torque check.

(2) Perform a visual inspection of the

translating cowl inner bondment seal, and a

functional check of the translating cowl auto

re-stow system in accordance with

paragraphs 2.C and 2.D of MM CF6–80C2 SB

No. 78–1002, Revision 1,dated March 23,

1995, prior to accumulating 1,000 hours

since the last visual inspection of the

translating cowl inner bondment seal and

functional check of the translating cowl auto

re-stow system.

(c) Remove from service the CDU’s

identified in paragraph 1.A.(1) of MM CF6–

80C2 SB No. 78–1002, Revision 1, dated

March 23, 1995, in accordance with

paragraph 2.F of MM CF6–80C2 SB No. 78–

1002, Revision 1, dated March 23, 1995, prior

to December 31, 1995, and replace with a

serviceable part. Removal and replacement of

the CDU in accordance with this paragraph

constitutes terminating action to the initial

and repetitive inspection and check

requirements of paragraph (a) and (b) of this

AD.

(d) For the purpose of this AD, a

serviceable part is defined as a CDU that has

accomplished any revision level of MM CF6–

80C2 SB No. 78–1014; or a CDU whose shaft

has received the hardness inspection in

accordance with any revision level of GE

CF6–80C2 SB No. 78–131, and that has not

had a brake shaft replacement subsequent to

the hardness inspection.

(e) 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 alternate methods of compliance

with this airworthiness directive, if any, may

be obtained from the Engine Certification

Office.

(f) Special flight permits may be issued in

accordance with FAR 21.197 and 21.199 to

operate the aircraft to a location where the

requirements of this AD can be

accomplished.

(g) The actions required by this AD shall

be done in accordance with the following

service bulletin:

Document No. Pages Revision Date

Martin Marietta CF6–80C2 .............................................................................. 2, 11, 12, 14–18, 20 ........... Original ............. Feb. 27, 1995.

SB No. 78–1002 .............................................................................................. 1, 3–10, 13, 19 ................... 1 ........................ Mar. 23, 1995.

Total pages: 20.

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 Martin Marietta Services, Inc., Attn:

Karen Lyons, 10525 Chester Road,

Cincinnati, OH 45215. 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.

(h) This amendment becomes effective on

May 31, 1995.

Issued in Burlington, Massachusetts, on

May 2, 1995.

Mark C. Fulmer,

Acting Manager, Engine and Propeller

Directorate, Aircraft Certification Service.

[FR Doc. 95–11904 Filed 5–12–95; 3:16 pm]

BILLING CODE 4910–13–U