27020 Federal Register / Vol. 60, No. 98 / Monday, May 22, 1995 / Rules and Regulations

required by paragraph (b)(1) of this AD, that

have been accomplished prior to the effective

date of this AD in accordance with

McDonnell Douglas DC–10 Alert Service

Bulletin A32–237, dated April 11, 1994; or

McDonnell Douglas MD–11 Alert Service

Bulletin A32–44, dated March 22, 1994, or

Revision 1, dated June 16, 1994; as

applicable; are considered acceptable for

compliance with the applicable action

specified in this amendment.

To prevent collapse of the nose landing

gear (NLG), accomplish the following:

(a) Within 30 days after September 15,

1994 (the effective date of AD 94–18–07,

amendment 39–9020), perform a visual

inspection to determine the serial number of

the upper lock links, part number ACG7396–

1, and the lower lock links, part number

ACG7237–1, on the NLG, in accordance with

McDonnell Douglas DC–10 Alert Service

Bulletin A32–238, dated July 15, 1994; or

McDonnell Douglas MD–11 Alert Service

Bulletin A32–47, dated July 15, 1994; as

applicable.

(b) If the serial number of the lock link

coincides with any of the suspect serial

numbers listed in McDonnell Douglas DC–10

Alert Service Bulletin A32–238, dated July

15, 1994; or McDonnell Douglas MD–11 Alert

Service Bulletin A32–47, dated July 15, 1994;

as applicable; accomplish paragraphs (b)(1)

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

alert service bulletin.

(1) Prior to further flight, perform an eddy

current inspection to detect defects in the

lock link in accordance with Phase I (‘‘Eddy

Current Inspection—On Aircraft’’) of the

Accomplishment Instructions of the

applicable alert service bulletin.

(2) Perform an expanded eddy current

inspection to detect defects in the lock link,

in accordance with Phase II (‘‘Expanded

Eddy Current Inspection—Off Aircraft’’) of

the Accomplishment Instructions of the

applicable alert service bulletin at the time

specified in paragraph (b)(2)(i) or (b)(2)(ii) of

this AD, as applicable.

(i) For Model DC–10 series airplanes and

Model KC–10A airplanes: Inspect prior to the

accumulation of 450 landings after

September 15, 1994 (the effective date of AD

94–18–07, amendment 39–9020), and

thereafter at intervals not to exceed 450

landings until the inspection required by

paragraph (d) of this AD is accomplished.

(ii) For Model MD–11 series airplanes:

Inspect prior to the accumulation of 330

landings after September 15, 1994 (the

effective date of AD 94–18–07, amendment

39–9020), and thereafter at intervals not to

exceed 330 landings until the inspection

required by paragraph (d) of this AD is

accomplished.

(c) If any defect is found during any

inspection required by paragraph (b) of this

AD, prior to further flight, accomplish either

paragraph (c)(1) or (c)(2) of this AD in

accordance with McDonnell Douglas DC–10

Alert Service Bulletin A32–238, dated July

15, 1994; or McDonnell Douglas MD–11 Alert

Service Bulletin A32–47, dated July 15, 1994;

as applicable.

(1) Rework the lock link; or

(2) Replace the defective lock link with a

serviceable lock link that has been inspected

in accordance with paragraphs (a) and (b) of

this AD and, if the lock link was found to

contain any defect, that has been reworked in

accordance with paragraph (c)(1) of this AD.

(d) Within 15 months after the effective

date of this AD, perform a fluorescent

penetrant inspection to detect defects of the

lock links, in accordance with Phase III

(‘‘Fluorescent Penetrant Inspection—Off

Aircraft’’) of the Accomplishment

Instructions of McDonnell Douglas DC–10

Alert Service Bulletin A32–238, dated July

15, 1994; or McDonnell Douglas MD–11 Alert

Service Bulletin A32–47, dated July 15, 1994;

as applicable. Accomplishment of this

inspection constitutes terminating action for

the inspections required by paragraph (b) of

this AD.

(e) If any defect is found during an

inspection performed in accordance with

paragraph (d) of this AD, prior to further

flight, accomplish either paragraph (e)(1) or

(e)(2) of this AD in accordance with

McDonnell Douglas DC–10 Alert Service

Bulletin A32–238, dated July 15, 1994; or

McDonnell Douglas MD–11 Alert Service

Bulletin A32–47, dated July 15, 1994; as

applicable.

(1) Rework the lock link; or

(2) Replace the defective lock link with a

serviceable lock link that has been inspected

in accordance with paragraph (d) of this AD

and, if the lock link was found to contain any

defect, that has been reworked in accordance

with paragraph (e)(1) of this AD.

(f) As of September 15, 1994 (the effective

date of AD 94–18–07, amendment 39–9020),

no person shall install an upper lock link,

part number ACG7396–1, or a lower lock

link, part number ACG7237–1, on the NLG of

any airplane unless that lock link has been

inspected in accordance with paragraphs (a)

and (b) of this AD and reworked, as

necessary, in accordance with paragraph

(c)(1) or (e)(1) of this AD.

(g) Within 30 days after any defect is found

during any inspection required by this AD,

submit a report of inspection findings to the

Manager, Los Angeles Aircraft Certification

Office (ACO), FAA, Transport Airplane

Directorate, 3960 Paramount Boulevard,

Lakewood, California 90712; fax (310) 627–

5210. The report must include a description

of the defect found, the part number of the

defective lock link, the serial number of the

defective lock link, the number of landings

on the defective lock link, and the serial

number of the airplane. Information

collection requirements contained in this

regulation have been approved by the Office

of Management and Budget (OMB) under the

provisions of the Paperwork Reduction Act of

1980 (44 U.S.C. 3501 et seq.) and have been

assigned OMB Control Number 2120–0056.

(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, Los

Angeles 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, Los Angeles ACO.

Note 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Los Angeles 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 actions shall be done in accordance

with McDonnell Douglas DC–10 Alert

Service Bulletin A32–238, dated July 15,

1994; and McDonnell Douglas MD–11 Alert

Service Bulletin A32–47, dated July 15, 1994;

as applicable. The incorporation by reference

of these documents 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 September 15, 1994 (59 FR

44900, August 31, 1994). Copies may be

obtained from McDonnell Douglas

Corporation, 3855 Lakewood Boulevard,

Long Beach, California 90846, Attention:

Technical Publications Business

Administration, Department C1–L51 (2–60).

Copies may be inspected at the FAA,

Transport Airplane Directorate, 1601 Lind

Avenue, SW., Renton, Washington; or at the

FAA, Transport Airplane Directorate, Los

Angeles Aircraft Certification Office, 3960

Paramount Boulevard, Lakewood, California;

or at the Office of the Federal Register, 800

North Capitol Street, NW., suite 700,

Washington, DC.

(k) This amendment becomes effective on

June 21, 1995.

Issued in Renton, Washington, on May 16,

1995.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 95–12445 Filed 5–19–95; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 94–ANE–21; Amendment 39–

9227; AD 95–10–10]

Airworthiness Directives; Pratt &

Whitney JT8D Series Turbofan Engines

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment supersedes

an existing airworthiness directive (AD),

applicable to certain Pratt & Whitney

(PW) JT8D series turbofan engines, that

currently requires initial and repetitive

inspections of certain front compressor

fan hubs and shotpeening of the forward

and aft rim to web radius. This

amendment requires a reduction in the

initial inspection interval for front

compressor fan hubs installed in all

positions of all applicable aircraft,

establish a compliance end-date, and

clarify the wording of the compliance

requirements. This amendment is
Federal Register / Vol. 60, No. 98 / Monday, May 22, 1995 / Rules and Regulations 27021

prompted by a report of a front

compressor fan hub fracture installed in

a Boeing 737 aircraft that resulted in the

release of fan blades and portions of the

hub outer rim. The actions specified by

this AD are intended to prevent fracture

of the front compressor fan hub, which

can result in an uncontained engine

failure and damage to the aircraft.

DATES: Effective July 21, 1995.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of July 21,

1995.

ADDRESSES: The service information

referenced in this AD may be obtained

from Pratt & Whitney, Technical

Publications Department, M/S 132–30,

400 Main Street, East Hartford, CT,

06108. This information may be

examined at the Federal Aviation

Administration (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:

Mark A. Rumizen, Aerospace Engineer,

Engine Certification Office, FAA, Engine

and Propeller Directorate, 12 New

England Executive Park, Burlington,

MA, 01803–5299; telephone (617) 238–

7137 , fax (617) 238–7199.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39)

by superseding AD 93–14–14,

Amendment 39–8638 (58 FR 39644, July

26, 1993) which is applicable to PW

JT8D series turbofan engines, was

published in the Federal Register on

November 21, 1994 (59 FR 59973). That

action proposed to reduce the initial

inspection interval to require front

compressor fan hubs installed in all

positions of all applicable aircraft be

inspected at the next shop visit, and to

establish a compliance end date of

December 31, 1999, or 6000 total part

cycles (TPC) after the effective date of

this AD for the initial inspection. That

action also proposed to clarify the

wording of paragraph (b)(4) to

emphasize that the repetitive inspection

is required at the next opportunity when

the front compressor fan hub is

accessible at the detail level in the shop

only after accumulating 2500 additional

cycles in service (CIS) since the last

inspection. The actions would be

required to be accomplished in

accordance with Pratt & Whitney (PW)

Alert Service Bulletin (ASB) No. A6104,

Revision 3, dated June 16, 1994.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

comments received.

One commenter states that the

reporting requirements of the AD be

removed. The FAA does not concur.

This corrective action program was

based on a risk analysis that assumed a

frequency of inspection relative to fleet

usage. The reporting requirements of the

AD allow this frequency of inspections

to be monitored to ensure it is

consistent with the assumptions,

thereby confirming that the corrective

action program is appropriate for

maintaining the forecasted risk level.

One commenter supports the

amendment as proposed.

After careful review of the available

data, including the comments noted

above, the FAA has determined that air

safety and the public interest require the

adoption of the rule as proposed.

There are approximately 2165 engines

of the affected design in the worldwide

fleet. The FAA estimates that 1475

engines installed on aircraft of U.S.

registry and 690 domestic uninstalled

engines will be affected by this AD, that

it will take approximately 12 work

hours per engine to accomplish the

required actions, and that the average

labor rate is $55 per work hour. Based

on these figures, the total cost impact of

the AD on U.S. operators is estimated to

be $1,428,900.

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. 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

removing Amendment 39–8638 (58 FR

39644, July 26, 1993) and by adding a

new airworthiness directive,

Amendment 39–9227, to read as

follows:

95–10–10 Pratt & Whitney: Amendment 39–

9227. Docket 94–ANE–21. Supersedes

AD 93–14–14, Amendment 39–8638.

Applicability: Pratt & Whitney (PW) Model

JT8D–9, –9A, –11, –15, –15A, –17, –17A,

–17R, and –17AR turbofan engines.

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 (h)

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 fracture of the front compressor

fan hub, which can result in an uncontained

engine failure and damage to the aircraft,

accomplish the following:

(a) For front compressor fan hubs installed

in engines in the No. 2 position on Boeing

727 aircraft on or after the effective date of

this AD, inspect and shotpeen the front

compressor fan hub in accordance with

Appendix A, Appendix B, and Attachment 1

(NDIP–764) of PW Alert Service Bulletin

(ASB) No. A6104, Revision 3, dated June 16,

1994, as follows:
27022 Federal Register / Vol. 60, No. 98 / Monday, May 22, 1995 / Rules and Regulations

(1) Initially inspect the front compressor

fan hub as follows:

Total part cycles (TPC) on the

effective date of this AD Initial inspection interval

Over 18,001 TPC ............................................... Inspect at the next shop visit, or within 300 cycles in service (CIS) after the effective date of

this AD, whichever occurs first.

16,501 to 18,000 TPC ........................................ Inspect at the next shop visit, or within 500 CIS after the effective date of this AD, whichever

occurs first.

15,001 to 16,500 TPC ........................................ Inspect at the next shop visit, or within 750 CIS after the effective date of this AD, whichever

occurs first.

13,501 to 15,000 TPC ........................................ Inspect at the next shop visit, or within 1,000 CIS after the effective date of this AD, whichever

occurs first.

10,501 to 13,500 TPC ........................................ Inspect at the next shop visit, or within 1,500 CIS after the effective date of this AD, whichever

occurs first.

Less than 10,501 TPC ....................................... Inspect at the next shop visit but not to exceed 12,000 TPC, or by the compliance end-date,

whichever occurs first.

(2) Engines removed from the No. 2

position on Boeing 727 aircraft and

reinstalled in aircraft or positions other than

the No. 2 position on Boeing 727 aircraft after

the effective date of this AD must adhere to

the initial inspection interval specified in

paragraph (a)(1) of this AD. Inspect and

shotpeen front compressor fan hubs on these

repositioned engines in accordance with

paragraph (a)(1) of this AD.

(3) Remove front compressor fan hubs from

service if cracks are found during the

inspection process and replace with a

serviceable hub.

(4) Shotpeen the front compressor fan hubs

that pass the inspections required by

paragraph (a)(1) of this AD, in accordance

with Appendix B of PW ASB No. A6104,

Revision 3, dated June 16, 1994, prior to

returning the hub to service.

(5) Thereafter, inspect, shotpeen, and

remove from service, if necessary, front

compressor fan hubs that are reinstalled in

the No. 2 position of Boeing 727 aircraft, in

accordance with Appendix A, Appendix B,

and Attachment 1 (NDIP–764), as applicable,

of PW ASB No. A6104, Revision 3, dated

June 16, 1994, as follows:

(i) For hubs that were last inspected and

shotpeened with greater than 12,000 TPC

upon inspection, inspect and shotpeen at the

first shop visit after 2,500 CIS since last

inspection, but prior to the accumulation of

8,000 CIS since last inspection.

(ii) For hubs that were last inspected and

shotpeened with less than or equal to 12,000

TPC upon inspection, inspect and shotpeen

at the first shop visit after 2,500 CIS since last

inspection, or prior to accumulating 12,000

TPC, whichever occurs later, but not to

exceed 8,000 CIS since last inspection.

(6) Engines removed from the No. 2

position on Boeing 727 aircraft and

reinstalled in aircraft or positions other than

the No. 2 position on Boeing 727 aircraft

prior to reaching the repetitive inspection

interval specified in paragraph (a)(5) of this

AD must be inspected as follows:

(i) For the next inspection, inspect in

accordance with paragraph (a)(5) of this AD;

and

(ii) thereafter, inspect and shotpeen in

accordance with paragraph (b)(4) of this AD.

(b) For front compressor fan hubs installed

in engines that are installed in aircraft or

positions other than the No. 2 position on

Boeing 727 aircraft on or after the effective

date of this AD, inspect and shotpeen the

front compressor fan hubs in accordance

with Appendix A, Appendix B, and

Attachment 1 (NDIP–764) of PW ASB No.

A6104, Revision 3, dated June 16, 1994, as

follows:

(1) Initially inspect the front compressor

fan hub at the next shop visit after the

effective date of this AD, but not later than

the compliance end-date.

(2) Remove front compressor fan hubs from

service if cracks are found during the

inspection process and replace with a

serviceable hub.

(3) Shotpeen the front compressor fan hubs

that pass the inspection requirements

specified in paragraph (b)(1) of this AD, in

accordance with Appendix B of PW ASB No.

A6104, Revision 3, dated June 16, 1994, prior

to returning the hub to service.

(4) Thereafter, upon accumulating 2,500

addition CIS since the last inspection,

inspect, shotpeen, and remove from service,

if necessary, front compressor fan hubs that

are not reinstalled in the No. 2 position on

Boeing 727 aircraft, in accordance with

Appendix A, Appendix B, and Attachment 1

(NDIP–764) of PW ASB No. A6104, Revision

3, dated June 16, 1994, when the front

compressor fan hub is accessible at the detail

level in the shop.

(5) Thereafter, inspect, shotpeen, and

remove from service, if necessary, front

compressor fan hubs that are reinstalled in

the No. 2 position of Boeing 727 aircraft after

the effective date of this AD in accordance

with paragraph (a)(5) of this AD.

(c) Inspect and shotpeen front compressor

fan hubs that were inspected and shotpeened

in accordance with Appendix A, Appendix

B, and Attachment 1 (NDIP–764) of PW ASB

No. 6104, dated December 21, 1992, PW ASB

No. 6104, Revision 1, dated May 21, 1993, or

PW ASB No. 6104, Revision 2, date June 18,

1993, prior to the effective date of this AD

in accordance with paragraphs (a)(5) or (b)(4)

of this AD, as applicable.

(d) For the purpose of this AD, the

compliance end-date referenced in

paragraphs (a)(1) and (b)(1) of this AD is

defined as December 31, 1999, or 6,000 TPC

after the effective date of this AD, whichever

occurs later.

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

is defined as an engine removal for engine

maintenance that cannot be performed while

installed in the aircraft, and that entails

separation of pairs of mating (lettered) engine

flanges or the removal of a compressor disk,

hub, or spool, or removal of a turbine disk.

(f) For the purpose of this AD, accessibility

of a front compressor fan hub at the detail

level in the shop is defined as engine

maintenance that entails separation of the

front compressor fan hub from the front

compressor and removal of the fan blades.

(g) Report the front compressor fan hub

part number, total time, and total cycles in

service for each hub that passes the

inspections defined in this AD, within 60

days after the inspection, to the Manager,

Engine Certification Office, Engine and

Propeller Directorate, Aircraft Certification

Service, FAA, 12 New England Executive

Park, Burlington, Massachusetts, 01803–

5299; fax (617) 238–7199. For any hub that

is found cracked, submit the information

requested in paragraph B of Part 4, of the

Accomplishment Instructions of PW ASB No.

6104, Revision 3, dated June 16, 1994, within

60 days after the inspection to the Manager,

Engine Certification Office, at the address

identified above. The reporting requirements

of this AD terminate one year after the

effective date of this AD. Information

collection requirements contained in this

regulation have been approved by the Office

of Management and Budget (OMB) under the

provision of the Paperwork Reduction Act of

1980 (44 U.S.C. 3501–3520) and have been

assigned OMB Control Number 2120–0056.

(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, 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 alternative methods of

compliance with this airworthiness directive,

if any, may be obtained from the Engine

Certification Office.

(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 aircraft to

a location where the requirements of this AD

can be accomplished.
Federal Register / Vol. 60, No. 98 / Monday, May 22, 1995 / Rules and Regulations 27023

(j) The modification and repair shall be

done in accordance with the following

service document:

Document No. Pages Revision Date

PW ASB No. A6104 including Appendix A, and Appendix B ................................... 2, 6 .................................... 1 May 21, 1993.

1, 3, 4, 5, 7–12 ................. 3 June 16, 1994.

Total pages: 12

PW ASB No. A6104 with Attachment 1 NDIP–764 .................................................. 1–14 .................................. ................... Dec. 8, 1992.

Total pages: 14

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 Pratt & Whitney, Materials Engineering.

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.

(k) This amendment becomes effective on

July 21, 1995.

Issued in Burlington, Massachusetts on

May 11, 1995.

James C. Jones,

Acting Manager, Engine and Propeller

Directorate, Aircraft Certification Service.

[FR Doc. 95–12328 Filed 5–18–95; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 94–ANE–08; Amendment 39–

9235; AD 95–11–01]

Airworthiness Directives; Turbomeca

Arriel 1 Series Turboshaft Engines

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment supersedes

an existing airworthiness directive (AD),

applicable to Turbomeca Arriel 1 series

turboshaft engines, that currently

requires repetitive checks for engine

rubbing noise during gas generator

shutdown, and for free rotation of the

gas generator by rotating the compressor

manually after the last flight of the day.

This amendment continues to require

these checks, but eliminates the

reference to the Turbomeca service

bulletin, allows the pilot to perform all

the checks required in this AD, clarifies

the inspection interval requirement for

daily checks, and specifies terminating

action for the repetitive checks required

by this AD. In addition, this AD allows

the check for engine rubbing noise to be

performed during engine motoring, and

specifies that the engine turbine (T4)

temperature must be below 150 degrees

Centigrade when performing the check

for free rotation. This amendment is

prompted by comments submitted by

operators of the affected engines in

response to the existing AD and the

availability of an improved design 2nd

stage nozzle guide vane. The actions

specified by this AD are intended to

prevent engine failure due to rubbing of

the 2nd stage turbine disk on the 2nd

stage turbine nozzle guide vane, which

could result in complete engine failure

and damage to the aircraft.

DATES: Effective June 21, 1995.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of June 21,

1995.

ADDRESSES: The service information

referenced in this AD may be obtained

from Turbomeca 64511 Bordes Cedex -

France. This information may be

examined at the Federal Aviation

Administration (FAA), New England

Region, Office of the Assistant Chief

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

(617) 238–7132, fax (617) 238–7199.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39)

by superseding AD 93–23–09,

Amendment 39–8745 (58 FR 63061,

November 30, 1993), which is

applicable to Turbomeca Arriel 1 series

turboshaft engines, was published in the

Federal Register on September 6, 1994

(59 FR 46005). That notice of proposed

rulemaking (NPRM) proposed to

continue to require repetitive checks for

engine rubbing noise during gas

generator shutdown, and for free

rotation of the gas generator by rotating

the compressor manually at a daily

interval until installation of the

improved 2nd stage nozzle guide vane.

That NPRM proposed to allow pilots to

perform all the required checks.

Performing these checks does not

require special training beyond that

already incurred by pilots of the aircraft

having affected engines, or the use of

tools or special measuring equipment,

or reference to technical data.

Accordingly, the FAA has determined

that pilots may perform all the checks

required by that NPRM as an exception

to Section 43.3 of the Federal Aviation

Regulations (14 CFR 43.3) regarding the

performance of maintenance.

In addition, the NPRM proposed to

allow the check for engine rubbing noise

to be performed during engine motoring,

and specifies that the engine turbine

(T4) temperature must be below 150

degrees Centigrade when performing the

check for free rotation. Also, the NPRM

proposed to require installation of

modification TU 202, which

incorporates an improved 2nd stage

nozzle guide vane manufactured from a

new material that is more resistant to

fatigue cracking, at the next engine

overhaul after the effective date of the

NPRM, but not later than December 31,

1999, as terminating action for the

repetitive checks. This calendar enddate is based upon parts availability.

The installation would be performed in

accordance with Turbomeca Service

Bulletin No. 292 72 0150, dated April

10, 1992.

This engine model is manufactured in

France and is type certificated for

operation in the United States under the

provisions of § 21.29 of the Federal

Aviation Regulations (14 CFR 21.29)

and the applicable bilateral

airworthiness agreement in effect at the

time of type certification. The Direction

Generale de L’Aviation Civile (DGAC),

which is the airworthiness authority for

France, has kept the FAA informed of

the situation described above. The FAA

has examined the findings of the DGAC,

reviewed all available information, and

determined that AD action is necessary

for products of this type design that are

certificated for operation in the United

States.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

comments received.