27446 Federal Register / Vol. 60, No. 100 / Wednesday, May 24, 1995 / Proposed Rules

V X V L TUF X S i max n i i H = × × + × [( ) ] ] ∑ = 1 1 2 [TUFw

where:

Vi=Reported hot water consumption in

gallons per-cycle at maximum fill for

each wash/rinse temperature selection,

as recorded in 3.3.2. (For clothes washers

that lock out certain wash/rinse

temperature combinations, there will be

‘‘Vi’s’’ for wash/rinse temperature

combination settings available in the

normal cycle and ‘‘Vi’s’’ for wash/rinse

temperature combination settings in the

most energy intensive cycles.)

L=Lock out factor to be applied to the

reported hot water consumption.

L=1, used for the wash/rinse temperature

combination settings that do not lock out

temperature selections in the normal

cycle.

L=0.20, used for the locked out wash/rinse

temperature combination settings of the

normal cycle. (This is used only for

clothes washers that lock out one or

more wash/rinse temperature selections

in the normal cycle.)

L=0.80, used for the locked out wash/rinse

temperature combination settings of the

most energy intensive cycles. (This is

used only for clothes washers that lock

out one or more wash/rinse temperatures

selections in the normal cycle.)

TUFi=Applicable temperature use factor

corresponding to wash/rinse temperature

selection as shown in 5 or 6.

n=For clothes washers that do not lock out

any wash/rinse temperature

combinations in the normal cycle, n=the

number of wash/rinse temperature

combination settings available to the

user. For clothes washers that lock out

one or more temperature selections in

the normal cycle, n=the number of wash/

rinse temperature combination settings

on the washers plus the number of wash/

rinse temperature combination settings

that are locked out in the normal cycle.

TUFw=Temperature use factor for warm wash

setting.

For clothes washers equipped with sudssaver feature:

X1=Frequency of use without suds-saver

feature=.86.

X2=Frequency of use with suds-saver

feature=.14.

For clothes washers not equipped with sudssaver feature:

X1=1.0

X2=0.0

SH=Fresh make-up water measured during

suds-return cycle at maximum water fill

level.

Calculate the per-cycle temperature-weighted

hot water consumption for the minimum

water fill level, Vmin, expressed in gallons per

cycle and defined as:

V X V L TUF X S min j j L = × × + × ∑ [( ) ] ] 1 2 [TUF j=1n w

where:

Vj=Reported hot water consumption in

gallons per cycle at minimum fill for

each wash/rinse temperature selection,

as recorded in 3.3.3. (For clothes washers

that lock out certain wash/rinse

temperature combinations, there will be

‘‘Vj’s’’ for wash/rinse temperature

combination settings available in the

normal cycle and ‘‘Vj’s’’ for wash/rinse

temperature combination settings in the

most energy intensive cycle.)

L=As defined above.

TUFj=Applicable temperature factor

corresponding to wash/rinse temperature

selection as shown in 5 or 6.

SL=Fresh make-up water measured during

suds-return cycle at minimum water fill

level.

n=As defined above.

TUFw=As defined above.

X1=As defined above.

X2=As defined above.

* * * * *

6. The headings in paragraphs 5.1, 5.2, and

5.3 of appendix J to subpart B of part 430 are

amended by removing the expressions (n=5),

(n=4), and (n=3), respectively.

[FR Doc. 95–12622 Filed 5–23–95; 8:45 am]

BILLING CODE 6450–01–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 94–NM–140–AD]

Airworthiness Directives; Boeing

Model 747–400, 757, and 767 Series

Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Notice of proposed rulemaking

(NPRM).

SUMMARY: This document proposes the

adoption of a new airworthiness

directive (AD) that is applicable to

Boeing Model 747–400, 757, and 767

series airplanes. This proposal would

require a revision to the Airplane Flight

Manual that would advise flight crews

to monitor the engine indication and

crew alerting system (EICAS) for

‘‘status’’ level messages pertaining to

impending engine fuel filter bypass.

This proposal also would require the

installation of upgraded EICAS

computers that provide ‘‘advisory’’ level

messages to indicate such bypass

conditions. This proposal is prompted

by a finding that EICAS computers

currently installed on these airplanes do

not provide an appropriate indication to

the flight crew of an impending engine

fuel filter bypass condition. The actions

specified by the proposed AD are

intended to ensure that the flight crew

is appropriately aware of conditions

involving a severely contaminated

airplane fuel system and the associated

increased potential for engine power

loss.

DATES: Comments must be received by

July 19, 1995.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–103,

Attention: Rules Docket No. 94–NM–

140–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

Comments may be inspected at this

location between 9 a.m. and 3 p.m.,

Monday through Friday, except Federal

holidays.

FOR FURTHER INFORMATION CONTACT: Jeff

Duven, Aerospace Engineer, Propulsion

Branch, ANM–140S, Seattle Aircraft

Certification Office, FAA, Transport

Airplane Directorate, 1601 Lind

Avenue, SW., Renton, Washington

98055–4056; telephone (206) 227–2688;

fax (206) 227–1181.

SUPPLEMENTARY INFORMATION:

Comments Invited

Interested persons are invited to

participate in the making of the

proposed rule by submitting such

written data, views, or arguments as
Federal Register / Vol. 60, No. 100 / Wednesday, May 24, 1995 / Proposed Rules 27447

they may desire. Communications shall

identify the Rules Docket number and

be submitted in triplicate to the address

specified above. All communications

received on or before the closing date

for comments, specified above, will be

considered before taking action on the

proposed rule. The proposals contained

in this notice may be changed in light

of the comments received.

Comments are specifically invited on

the overall regulatory, economic,

environmental, and energy aspects of

the proposed 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

summarizing each FAA-public contact

concerned with the substance of this

proposal 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 94–NM–140–AD.’’ The

postcard will be date stamped and

returned to the commenter.

Availability of NPRMs

Any person may obtain a copy of this

NPRM by submitting a request to the

FAA, Transport Airplane Directorate,

ANM–103, Attention: Rules Docket No.

94–NM–140–AD, 1601 Lind Avenue,

SW., Renton, Washington 98055–4056.

Discussion

The FAA recently has learned that

appropriate indication to the flight crew

of an impending engine fuel filter

bypass condition is not provided on

Boeing Models 747–400 and 757 series

airplanes, and on Model 767 series

airplanes powered by General Electric

CF6–80A and CF6–80C2 engines, Pratt

& Whitney PW 4000 engines, and RollsRoyce RB211–524 engines. Such

indication to the flight crew is required

by part 25 of the Federal Aviation

Regulations (14 CFR part 25), which

establishes the certification

requirements for all transport category

airplanes, including the Models 747–

400, 757, and 767.

Service experience has demonstrated

that severe fuel contamination can lead

to fuel filter bypass, engine power loss,

engine flameout, and consequent

airplane diversions. Fuel contaminants

have been known to adversely affect

entire fuel systems on airplanes and,

therefore, pose a threat of complete loss

of power on all engines. Clear indication

to the flight crew of an impending fuel

filter bypass condition is necessary in

order to ensure that the flight crew is

warned promptly of conditions that

could lead to a loss of power from one

or more engines.

The engine indication and crew

alerting system (EICAS) computers

installed on Model 747–400, 757, and

767 series airplanes use a multi-level

message system to provide indications

of various conditions to the flight crew.

The levels of messages, in increasing

order of importance to the flight crew,

are indicated as ‘‘status,’’ ‘‘advisory,’’

‘‘caution,’’ and ‘‘warning.’’ In general,

‘‘status’’ messages are used to ensure an

acceptable airplane condition prior to

dispatch of the airplane. A ‘‘status’’

level message on the EICAS computer is

not considered to be an item that flight

crews need to be aware of during flight,

or an item that would have any effect on

the flight planning considerations made

by the flight crew.

The EICAS computers currently

installed on all Model 747–400 and 757

series airplanes, and on certain Model

767 series airplanes, use a ‘‘status’’ level

message to indicate impending engine

fuel filter bypass conditions. The FAA

considers that this use of a ‘‘status’’

level message to indicate these

conditions is an unsafe condition, since

such messages do not provide

information to the flight crew at an

appropriate awareness level. Using a

‘‘status’’ level message to indicate an

impending engine fuel filter bypass

condition could result in the flight crew

being unaware of a severely

contaminated airplane fuel system and

the associated increased potential for

engine power loss. This condition, if not

corrected, could result in the airplane

landing with reduced engine power, or

the total loss of engine power before the

airplane is able to reach a suitable

landing site.

It should be noted that the addressed

unsafe condition pertains only to

situations involving gross fuel

contaminants. Such contaminants

exceed the particulate size or

concentration capabilities of what the

engine fuel filters are certified to

handle. Additionally, the type of gross

fuel contaminants that are of concern do

not include ice, which can be

eliminated by fuel heating.

Contamination of airplane fuel systems

has occurred in the past and will likely

occur in the future, despite the many

industry standards intended to maintain

cleanliness of the airplane fuel supply.

Examples of such contamination found

in service include microbial growth,

sealant, lint, metal particles, fuel tank

cleaning chemicals, and liquid fertilizer.

There also have been data indicating the

existence of other contaminants in the

fuel system that, although unidentified,

were severe enough to cause engine

power loss.

Since an unsafe condition has been

identified that is likely to exist on other

products of this same type design, the

proposed AD would require, initially, a

revision to the Limitations Section of

the FAA-approved Airplane Flight

Manual (AFM) of affected airplanes that

would require the flight crew to respond

to EICAS ‘‘status’’ level messages that

indicate impending engine fuel filter

bypass conditions. Information

addressing the presence of multiple

engine fuel filter bypass messages

would be contained in this AFM

revision.

This proposed AD also would require

the installation, on certain airplanes, of

upgraded EICAS computers that display

an ‘‘advisory’’ level message to the flight

crew to indicate that an impending

engine fuel filter bypass condition exists

for each engine. Following installation

of the upgraded EICAS computers, the

AFM information would be required to

be revised to be consistent with the

displayed information.

The upgraded EICAS installation

would not be required for Model 767

airplanes powered by Pratt & Whitney

JT9D engines, since those airplanes are

currently equipped with EICAS

computers that provide the level of

indications that are otherwise proposed

in this notice. However, the AFM for

those airplanes does not contain

appropriate information addressing

these messages. Therefore, this

proposed AD would require revising the

Limitations Section of that AFM to

include information addressing the

situation where multiple advisory level

messages are present, indicating that

multiple engine fuel filters are in an

impending bypass condition.

There are approximately 1,378 Model

747–400, 757, and 767 series airplanes

of the affected design in the worldwide

fleet. The FAA estimates that 588

airplanes of U.S. registry would be

affected by this proposed AD.

The proposed initial revision to the

AFM would take approximately 1 work

hour per airplane to accomplish, at an

average labor rate of $60 per work hour.

Based on these figures, the total cost

impact of this proposed action on U.S.

operators is estimated to be $35,280, or

$60 per airplane.

The FAA currently has no specific

cost estimates associated with the

proposed installation of upgraded

EICAS computers, since the upgrade has

not been developed yet. The FAA has

been advised, however, that the

manufacturer is planning other changes

to these EICAS computers that are
27448 Federal Register / Vol. 60, No. 100 / Wednesday, May 24, 1995 / Proposed Rules

necessary to provide for global

positioning system (GPS) navigation

capability and other enhanced features.

The proposed compliance time of four

years for the EICAS installation

requirements of this AD will allow a

portion of the EICAS computers

installed on airplanes affected by this

AD to have the required EICAS message

upgrade made coincidentally with those

other planned EICAS changes, thereby

reducing the costs and scheduling

impact of such changes on operators. As

indicated earlier in this preamble, the

FAA specifically invites the submission

of comments and other data regarding

the economic aspect of this proposal.

The proposed revision to the AFM

that would be required subsequent to

the installation of the upgraded EICAS

computers would take approximately 1

work hour per airplane to accomplish,

at an average labor rate of $60 per work

hour. Based on these figures, the total

cost impact of this proposed action on

U.S. operators is estimated to be

$35,280, or $60 per airplane.

The regulations proposed herein

would 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

proposal would not have sufficient

federalism implications to warrant the

preparation of a Federalism Assessment.

For the reasons discussed above, I

certify that 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) if

promulgated, 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 copy of the draft

regulatory evaluation prepared for this

action is contained in the Rules Docket.

A copy of it may be obtained by

contacting the Rules Docket at the

location provided under the caption

ADDRESSES.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, Safety.

The Proposed Amendment

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the Federal Aviation

Administration proposes to amend 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:

Boeing: Docket 94–NM–140–AD.

Applicability: All Model 747–400, 757, and

767 series airplanes; certificated in any

category.

Compliance: Required as indicated, unless

accomplished previously.

To ensure that the flight crew is

appropriately aware of conditions involving

a severely contaminated airplane fuel system

and the associated increased potential for

engine power loss, accomplish the following:

(a) For all Model 747–400 series airplanes:

Within 60 days after the effective date of this

AD, revise the Limitations Section of the

FAA-approved Airplane Flight Manual

(AFM) to include the following statement.

This may be accomplished by inserting a

copy of this AD in the AFM.

‘‘Respond to the EICAS STATUS CUE by

checking for the following status level

messages(s):

ENG 1 FUEL FILT

ENG 2 FUEL FILT

ENG 3 FUEL FILT

ENG 4 FUEL FILT

If more than one of these impending fuel

filter bypass messages is displayed, airplane

fuel system contamination may be present,

which can result in erratic engine operation

and engine flameout.’’

(b) For all Model 757 series airplanes, and

Model 767 series airplanes powered by

General Electric CF6–80A and CF6–80C2

engines, Pratt & Whitney PW 4000 engines,

and Rolls-Royce RB211–524 engines: Within

60 days after the effective date of this AD,

revise the Limitations Section of the FAAapproved Airplane Flight Manual (AFM) to

include the following statement. This may be

accomplished by inserting a copy of this AD

in the AFM.

‘‘Respond to the EICAS STATUS CUE by

checking for the following status level

messages(s):

R ENG FUEL FILT

L ENG FUEL FILT

If more than one of these impending fuel

filter bypass messages is displayed, airplane

fuel system contamination may be present,

which can result in erratic engine operation

and engine flameout.’’

(c) For Model 767 series airplanes powered

by Pratt & Whitney JT9D engines: Within 60

days after the effective date of this AD, revise

the Limitations Section of the FAA-approved

Airplane Flight Manual (AFM) to include the

following statement. This may be

accomplished by inserting a copy of this AD

in the AFM.

‘‘If both of the following EICAS advisory

level messages for impending fuel filter

bypass are displayed, and engine fuel icing

is not suspected (based on the fuel

temperature being too high or because engine

fuel heat has been selected ‘‘on’’), airplane

fuel system contamination may be present,

which can result in erratic engine operation

and engine flameout:

R ENG FUEL FILT

L ENG FUEL FILT’’

(d) For all Model 747–400 series airplanes;

all Model 757 series airplanes; and Model

767 series airplanes powered by General

Electric CF6–80A and CF6–80C2 engines,

Pratt & Whitney PW 4000 engines, and RollsRoyce RB211–524 engines: Accomplish the

requirements of paragraph (d)(1) and (d)(2) of

this AD:

(1) Within 4 years after the effective date

of this AD, install an upgraded engine

indication and crew alerting system (EICAS)

computer that will provide ‘‘advisory’’ level

messages to the flight crew to indicate an

impending engine fuel filter bypass condition

for each engine. The installation shall be

accomplished in accordance with a method

approved by the Manager, Seattle Aircraft

Certification Office (ACO), FAA, Transport

Airplane Directorate.

(2) Coincidental with the installation

required by paragraph (d)(1) of this AD,

remove the AFM revisions required by

paragraphs (a) and (b) of this AD, and revise

the Limitations Section of the AFM to advise

the flight crew that impending engine fuel

filter bypass advisory level messages for

multiple engines may indicate contamination

of the airplane fuel system, which can result

in erratic engine operation and engine

flameout. The revision to the Limitations

Section must be approved by the Manager,

Seattle ACO, FAA, Transport Airplane

Directorate.

(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, Seattle

ACO, FAA, Transport Airplane Directorate.

Operators shall submit their requests through

an appropriate FAA Principal Operations

Inspector, who may add comments and then

send it to the Manager, Seattle ACO.

Note: Information concerning the existence

of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Seattle ACO.

(f) 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. Issued in Renton,

Washington, on May 18, 1995. Original

Signed By:

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 95–12710 Filed 5–23–95; 8:45 am]

BILLING CODE 4910–13–U