23538 Federal Register / Vol. 66, No. 90 / Wednesday, May 9, 2001 / Rules and Regulations

Dated: May 3, 2001.

Danny L. McDonald,

Chairman, Federal Election Commission.

[FR Doc. 01–11588 Filed 5–8–01; 8:45 am]

BILLING CODE 6715–01–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Parts 27 and 29

[Docket No. FAA–2001–9616; Amdt. Nos.

27–40 and 29–47]

Rotorcraft Airworthiness Standards

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Technical amendment.

SUMMARY: This document contains

technical amendments to a final rule

that was published in the Federal

Register on December 20, 1976 (41 FR

55454). That final rule amended the

airworthiness standards for normal and

transport category rotorcraft under Parts

27 and 29 of title 14, Code of Federal

Regulations (CFR). The particular

sections being amended relate to limit

pilot forces and torques.

EFFECTIVE DATE: May 9, 2001.

FOR FURTHER INFORMATION CONTACT: Jim

Grigg, telephone (817) 222–5490.

SUPPLEMENTARY INFORMATION:

Background

The final regulations that are the

subject of these amendments were

originally codified as:

• Civil Air Regulations (CAR) 7.225

and 7.226, recodified as 14 CFR 29.397,

effective February 1, 1965, and later

amended by Amendment 29–12,

effective February 1, 1977; and

• CAR 6.225 and 6.226, recodified as

14 CFR 27.397, effective February 1,

1965, and later amended by

Amendment 27–11, effective February

1, 1977, was intended to establish a

maximum pilot force for twist controls

of 80R inch-pounds.

However, as published, the final

regulations contain an error that has

long been recognized by the FAA and

industry as being misleading and in

need of clarification. When these

regulations were previously published,

we inadvertently omitted the word

‘‘inch’’ in the phrase ‘‘Twist controls,

80R inch-pounds’’. These technical

amendments clarify that the appropriate

measurement is to be in ‘‘inch-pounds’’

not ‘‘pounds’’.

List of Subjects in 14 CFR Parts 27 and

29

Aircraft, Aviation safety, Rotorcraft.

The Amendment

Accordingly, the Federal Aviation

Administration amends 14 CFR parts 27

and 29 by making the following

technical amendments:

PART 27—AIRWORTHINESS

STANDARDS: NORMAL CATEGORY

ROTORCRAFT

1. The authority citation for part 27

continues to read as follows:

Authority: 49 U.S.C. 106(g), 40113, 44701–

44702, 44704.

2. § 27.397(b)(2) is amended by

revising ‘‘80R pounds’’ to state ‘‘80R

inch-pounds’’.

PART 29—AIRWORTHINESS

STANDARDS: TRANSPORT

CATEGORY ROTORCRAFT

3. The authority citation for part 29

continues to read as follows:

Authority: 49 U.S.C. 106(g), 40113, 44701–

44702, 44704.

4. § 29.397(b)(2) is amended by

revising ‘‘80R pounds’’ to state ‘‘80R

inch-pounds’’.

Issued in Washington, DC, on May 3, 2001.

Donald P. Byrne,

Assistant Chief Counsel for Regulations.

[FR Doc. 01–11717 Filed 5–8–01; 8:45 am]

BILLING CODE 4910–13–M

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2001–NM–51–AD; Amendment

39–12220; AD 2001–09–13]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 767–200, –300, and –300F Series

Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that is

applicable to certain Boeing Model 767–

200, –300, and –300F series airplanes.

This action requires inspections for

fatigue cracking of the horizontal

stabilizer pivot bulkhead, and repetitive

inspections or other follow-on actions.

This action also provides a permanent

repair, which is optional for airplanes

with no cracks, and, if accomplished,

ends the repetitive inspections. This

action is necessary to find and fix

fatigue cracking of the horizontal

stabilizer pivot bulkhead and adjacent

structure, which could result in loss of

the horizontal stabilizer. This action is

intended to address the identified

unsafe condition.

DATES: Effective May 24, 2001.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of May 24,

2001.

Comments for inclusion in the Rules

Docket must be received on or before

July 9, 2001.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–114,

Attention: Rules Docket No. 2001–NM–

51–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. Comments may be submitted

via fax to (425) 227–1232. Comments

may also be sent via the Internet using

the following address: 9-anmiarcomment@faa.gov. Comments sent

via fax or the Internet must contain

‘‘Docket No. 2001–NM–51–AD’’ in the

subject line and need not be submitted

in triplicate. Comments sent via the

Internet as attached electronic files must

be formatted in Microsoft Word 97 for

Windows or ASCII text.

The service information referenced in

this AD may be obtained from Boeing

Commercial Airplane Group, P.O. Box

3707, Seattle, Washington 98124–2207.

This information may be examined 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.

FOR FURTHER INFORMATION CONTACT: John

Craycraft, Aerospace Engineer, Airframe

Branch, ANM–120S, FAA, Seattle

Aircraft Certification Office, 1601 Lind

Avenue, SW., Renton, Washington

98055–4056; telephone (425) 227–2782;

fax (425) 227–1181.

SUPPLEMENTARY INFORMATION: The FAA

has received reports that fatigue

cracking of the horizontal stabilizer

pivot bulkhead has been found on

several Boeing Model 767–200, –300,

and –300F series airplanes. The cracks

occurred in the forward and aft outer

chords and the outer chord splice fitting

of the Station 1809.5 bulkhead, just

above the horizontal stabilizer fitting.

Cracking also occurred in the

intercostals that support the Station

1809.5 bulkhead. Analysis indicates that

these fatigue cracks occur because the

Federal Register / Vol. 66, No. 90 / Wednesday, May 9, 2001 / Rules and Regulations 23539

flight loads on the horizontal stabilizer

in the upper corner of the Station 1809.5

bulkhead are higher than expected.

Fatigue cracking in this area, if not

found and fixed, could result in loss of

the horizontal stabilizer.

Explanation of Relevant Service

Information

The FAA has reviewed and approved

Boeing Service Bulletin 767–53–0078,

Revision 2, dated April 19, 2001, which

describes procedures for repetitive

inspections for fatigue cracking of the

horizontal stabilizer pivot bulkhead,

and follow-on actions, if necessary. The

inspections include detailed visual,

surface high frequency eddy current

(HFEC), and low frequency eddy current

(LFEC) inspections, as applicable, of the

forward and aft outer chord, aft mid

chord, and upper and lower intercostals

of the Station 1809.5 bulkhead above

the horizontal stabilizer fitting. If

cracking is found in the forward outer

chord, the service bulletin describes

procedures for both a permanent repair

and a time-limited repair, which allows

accomplishment of the permanent

repair to be deferred, provided that a

one-time detailed visual inspection for

cracks of the chord repair straps is done.

The permanent repair includes openhole HFEC inspections for cracking of

certain fastener holes of the chord and

longeron fitting, detailed visual

inspections for cracking of adjacent

structure, and installation of new

chords, splices, fairings, and brackets.

Doing the permanent repair eliminates

the need for the repetitive inspections

described in the service bulletin. The

permanent repair is provided as an

optional preventative modification for

airplanes on which no cracking is

found. Throughout the procedures in

the service bulletin, the service bulletin

specifies to contact Boeing for repair

instructions if cracking is found in areas

other than the forward outer chord.

Explanation of the Requirements of the

Rule

Since an unsafe condition has been

identified that is likely to exist or

develop on other airplanes of the same

type design, this AD is being issued to

find and fix fatigue cracking of the

horizontal stabilizer pivot bulkhead and

adjacent structure, which could result in

loss of the horizontal stabilizer. This AD

requires accomplishment of the actions

specified in the service bulletin

described previously, except as

discussed below.

Interim Action

This is considered to be interim

action. The FAA is currently

considering requiring installation of the

permanent repair described in the

service bulletin, which would constitute

terminating action for the repetitive

inspections required by this AD action.

However, the planned compliance time

for the installation of the modification is

sufficiently long so that notice and

opportunity for prior public comment

will be practicable.

Differences Between This AD and the

Service Bulletin

The compliance time for the initial

inspection required by this AD differs

from the compliance time for that action

in the service bulletin. The service

bulletin recommends that the initial

inspection be done before the

accumulation of 10,000 total flight

cycles, or, if the total number of total

flight cycles is close to or more than

10,000, at the earlier of 3,000 flight

cycles or 18 months after receipt of the

service bulletin. In developing an

appropriate compliance time for this

AD, the FAA considered not only the

manufacturer’s recommendation, but

the degree of urgency associated with

addressing the subject unsafe condition

and the average utilization of the

affected fleet. In light of all of these

factors, the FAA finds a compliance

time of 8,000 total flight cycles, or 90

days after the effective date of this AD,

whichever comes later, for completing

the required actions to be warranted, in

that it represents an appropriate interval

of time allowable for affected airplanes

to continue to operate without

compromising safety.

This AD also differs from the service

bulletin with regard to disposition of

certain repair conditions of the forward

outer chord. While the service bulletin

specifies that the manufacturer may be

contacted for disposition of certain

repair conditions, this AD requires

repair of those conditions per a method

approved by the FAA, or per data

meeting the type certification basis of

the airplane approved by a Boeing

Company Designated Engineering

Representative who has been authorized

by the Manager, Seattle ACO, to make

such findings.

This AD also differs from the service

bulletin in cases where cracking is

found in the aft outer chord, aft mid

chord, or intercostals. The logic diagram

in Figure 1 of the service bulletin

specifies to repair cracking in these

areas per data from the airplane

manufacturer, and repeat the detailed

visual inspection at the earlier of 3,000

flight cycles or 18 months and the

HFEC/LFEC inspections at the earlier of

6,000 flight cycles or 36 months. For

airplanes on which cracking is found in

the aft outer chord, aft mid chord, or

intercostals, this AD does not require

these repetitive inspections at these

intervals. The FAA finds that, because

the service bulletin does not include

instructions for repair of cracking in

areas other than the forward outer

chord, repairs of the aft outer chord, aft

mid chord, or intercostals must be

accomplished per a method approved

by the FAA, as required by paragraph

(c)(1) of this AD. The FAA will approve

any repetitive inspection requirements

along with the repair method.

Determination of Rule’s Effective Date

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 shall 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.

Submit comments using the following

format:

• Organize comments issue-by-issue.

For example, discuss a request to

change the compliance time and a

request to change the service bulletin

reference as two separate issues.

• For each issue, state what specific

change to the AD is being requested.

• Include justification (e.g., reasons or

data) for each request.

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

23540 Federal Register / Vol. 66, No. 90 / Wednesday, May 9, 2001 / Rules and Regulations

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 rule must

submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket Number 2001–NM–51–AD.’’ The

postcard will be date-stamped and

returned to the commenter.

Regulatory Impact

The regulations adopted herein will

not have a substantial direct effect on

the States, on the relationship between

the national Government and the States,

or on the distribution of power and

responsibilities among the various

levels of government. Therefore, it is

determined that this final rule does not

have federalism implications under

Executive Order 13132.

The FAA has determined that this

regulation is an emergency regulation

that must be issued immediately to

correct an unsafe condition in aircraft,

and that it 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.

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. 106(g), 40113, 44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

2001–09–13 Boeing: Amendment 39–12220.

Docket 2001–NM–51–AD.

Applicability: Model 767–200, –300, and

–300F series airplanes; as listed in Boeing

Service Bulletin 767–53–0078, Revision 2,

dated April 19, 2001; certificated in any

category.

Note 1: This AD applies to each airplane

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

airplanes that have been modified, altered, or

repaired so that the performance of the

requirements of this AD is affected, the

owner/operator must request approval for an

alternative method of compliance in

accordance with paragraph (f) of this AD. The

request should include an assessment of the

effect of the modification, alteration, or repair

on the unsafe condition addressed by this

AD; and, if the unsafe condition has not been

eliminated, the request should include

specific proposed actions to address it.

Compliance: Required as indicated, unless

accomplished previously.

To find and fix fatigue cracking of the

horizontal stabilizer pivot bulkhead and

adjacent structure, which could result in loss

of the horizontal stabilizer, accomplish the

following:

Initial Inspections

(a) Prior to the accumulation of 8,000 total

flight cycles, or within 90 days after the

effective date of this AD, whichever occurs

later, perform detailed visual, surface high

frequency eddy current (HFEC), and low

frequency eddy current (LFEC) inspections,

as applicable, for cracking of the forward and

aft outer chord, aft mid chord, and upper and

lower intercostals of the Station 1809.5

bulkhead. Do the inspections per Boeing

Service Bulletin 767–53–0078, Revision 2,

dated April 19, 2001.

Note 2: For the purposes of this AD, a

detailed visual inspection is defined as: ‘‘An

intensive visual examination of a specific

structural area, system, installation, or

assembly to detect damage, failure, or

irregularity. Available lighting is normally

supplemented with a direct source of good

lighting at intensity deemed appropriate by

the inspector. Inspection aids such as mirror,

magnifying lenses, etc., may be used. Surface

cleaning and elaborate access procedures

may be required.’’

Repetitive Inspections

(b) For areas where no cracking is found

during the inspection per paragraph (a) of

this AD: Repeat the inspections in paragraph

(a) thereafter at the intervals specified in

paragraphs (b)(1) and (b)(2) of this AD, per

Boeing Service Bulletin 767–53–0078,

Revision 2, dated April 19, 2001, until

paragraph (d) of this AD has been done.

(1) Repeat the detailed visual inspection

every 3,000 flight cycles or 18 months,

whichever comes first.

(2) Repeat the surface HFEC and LFEC

inspections every 6,000 flight cycles or 36

months, whichever comes first.

Repair and Follow-On Actions

(c) If any cracking is found during any

inspection required by paragraph (a) or (b) of

this AD, before further flight, repair per

paragraph (c)(1) or (c)(2) of this AD, as

applicable.

(1) For cracking of the aft outer chord, aft

mid chord, or any intercostal: Repair per a

method approved by the Manager, Seattle

Aircraft Certification Office (ACO), FAA. For

a repair method to be approved by the

Manager, Seattle ACO, as required by this

paragraph, the Manager’s approval letter

must specifically reference this AD.

(2) For cracking of the forward outer chord:

Repair per Boeing Service Bulletin 767–53–

0078, Revision 2, dated April 19, 2001,

except as provided by paragraph (e) of this

AD. Procedures for repair include open-hole

HFEC inspections for cracking of certain

fastener holes of the chord and longeron

fitting, detailed visual inspections for

cracking of adjacent structure, and

installation of new chords, splices, fairings,

and brackets. If the time-limited repair is

done per the service bulletin, do a detailed

visual inspection of the repaired area within

1,500 flight cycles or 9 months after

installation of the temporary repair,

whichever comes first, and do paragraph

(c)(2)(i) or (c)(2)(ii) of this AD, per the service

bulletin.

(i) If no cracking is found during the

inspection of the repaired area: Within 3,000

flight cycles or 18 months after installation

of the time-limited repair, whichever comes

first, do paragraph (d) of this AD.

(ii) If any cracking is found during the

inspection of the repaired area: Before further

flight, do paragraph (d) of this AD.

Permanent Repair

(d) Except as provided by paragraph (e) of

this AD, installation of the permanent repair

of the forward outer chord, including

accomplishment of all actions specified in

Part 4 of the Accomplishment Instructions of

Boeing Service Bulletin 767–53–0078,

Revision 2, dated April 19, 2001, terminates

the repetitive inspections required by this

AD.

Note 3: Installation of the permanent repair

per Boeing Service Bulletin 767–53–0078,

dated October 15, 1998, or Revision 1, dated

September 9, 1999, is acceptable for

compliance with paragraph (d) of this AD.

Exception to Repair Instructions

(e) For repairs of the forward outer chord:

Where the service bulletin specifies to ask

Boeing for repair data, repair per a method

approved by the Manager, Seattle ACO, or

per data meeting the type certification basis

of the airplane approved by a Boeing

Company Designated Engineering

Representative who has been authorized by

the Manager, Seattle ACO, to make such

findings. For a repair method to be approved

by the Manager, Seattle ACO, as required by

this paragraph, the Manager’s approval letter

must specifically reference this AD.

Alternative Methods of Compliance

(f) An alternative method of compliance or

adjustment of the compliance time that

provides an acceptable level of safety may be

Federal Register / Vol. 66, No. 90 / Wednesday, May 9, 2001 / Rules and Regulations 23541

used if approved by the Manager, Seattle

ACO. 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 4: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Seattle ACO.

Special Flight Permits

(g) 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.

Incorporation by Reference

(h) Except as provided by paragraphs (c)(1)

and (e) of this AD, the actions shall be done

in accordance with Boeing Service Bulletin

767–53–0078, Revision 2, dated April 19,

2001. 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 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.

Effective Date

(i) This amendment becomes effective on

May 24, 2001.

Issued in Renton, Washington, on April 27,

2001.

Donald L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 01–11196 Filed 5–8–01; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2001–NE–08–AD; Amendment

39–12224; AD 2001–09–17]

RIN 2120–AA64

Airworthiness Directives; CFM

International (CFMI) CFM56–5C

Turbofan Engines

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment supersedes

an emergency airworthiness directive

(AD) that was sent previously to all

known U.S. owners and operators of

CFMI CFM56–5C turbofan engines by

individual letters. That action required

within 10 days after receipt of that

emergency AD, an initial inspection of

the fuel manifold for wear or chafing;

and an initial inspection of the CJ9L

harness for correct installation, for

clamp wear and to verify a minimum

clearance between the CJ9L harness and

the fuel manifold. That action also

required repetitive inspections of the

fuel manifold, clamps, and the CJ9L

harness within every 500 hours time in

service until new configuration clamps

are installed on the harness. This

amendment requires the same

inspections, and adds inspection

requirements for the manifold, clamps,

and the CJ10L harness, and clamps on

the other side of the engine. The actions

specified in this AD are intended to

prevent fuel leakage on the hot section

or in the primary fire zone of the engine

which may result in an engine fire and

subsequent damage to the airplane.

DATES: Effective May 14, 2001. The

incorporation by reference of certain

publications listed in the rule is

approved by the Director of the Federal

Register as of May 14, 2001.

Comments for inclusion in the Rules

Docket must be received on or before

July 9, 2001.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), New England

Region, Office of the Regional Counsel,

Attention: Rules Docket No. 2001–NE–

08–AD, 12 New England Executive Park,

Burlington, MA 01803–5299. Comments

may also be sent via the Internet using

the following address: ‘‘9-aneadcomment@faa.gov’’. Comments sent

via the Internet must contain the docket

number in the subject line. The service

information referenced in this AD may

be obtained from CFM International,

Technical Publications Department, 1

Neumann Way, Cincinnati, OH 45215;

telephone (513) 552–2981, fax (513)

552–2816. This information may be

examined at the FAA, New England

Region, Office of the Regional 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:

James Rosa, Aerospace Engineer, Engine

Certification Office, FAA, Engine and

Propeller Directorate, 12 New England

Executive Park, Burlington, MA 01803;

telephone (781) 238–7152; fax (781)

238–7199.

SUPPLEMENTARY INFORMATION: On April

10, 2001, the Federal Aviation

Administration (FAA) issued emergency

airworthiness directive (AD) 2001–08–

51, applicable to CFMI CFM56–5C

turbofan engines, which requires within

10 days after the receipt of that AD, an

initial inspection of the fuel manifold

for wear or chafing; and an initial

inspection of the CJ9L harness for wear

and correct installation, for clamp wear

and to verify a minimum clearance

between the CJ9L harness and the fuel

manifold. Repetitive inspections of the

fuel manifold, clamps, and CJ9L harness

are also required within every 500 hours

time-in-service until the new

configuration clamps are installed on

the harness. That AD was prompted by

a report of a significant engine fuel leak

under the thrust reverser cowls at the

fuel manifold level on a CFMI CFM56–

5C turbofan engine that was installed on

an Airbus Industrie A340 airplane. The

leak was confirmed to be coming from

a hole in the fuel manifold pigtail. The

hole was a result of interference and

chafing between the CJ9L harness high

pressure turbine clearance control

(HPTCC) sensor lead and fuel manifold.

This was the second fuel leak event at

this location. Additional engine

inspections by the operator who

experienced the engine fuel leak

discovered two other engines exhibiting

interference of the CJ9L harness with

fuel manifold and chafing of the fuel

manifold. In addition, since the FAA

issued the emergency AD, chafing was

found on the CJ10L harness, located on

the other side of an engine from the

CJ9L harness. The investigation has

identified three causes for lack of

clearance between the HPTCC harnesses

and the fuel manifold:

(1) Incorrect routing of the CJ9L and

CJ10L harnesses,

(2) Incorrect orientation of the CJ9L

and CJ10L harness cushion clamps, and

(3) Wear of the silicone material in the

clamp which allows the harnesses to

move within the clamp. This clamp

material is used on older configuration

clamps. The later configuration uses a

metallic material.

The actions specified by this AD are

intended to prevent fuel leakage on the

hot section or in the primary fire zone

of the engine, which may result in an

engine fire and subsequent damage to

the airplane.

Since emergency AD 2001–08–51 was

issued, it has been determined that the

same unsafe condition exists at the

CJ10L HPTCC harness, located on the

opposite side of the engine from the

CJ9L harness.

Manufacturer’s Service Information

The FAA has reviewed and approved

CFMI Alert Service Bulletin (ASB) No.

CFM56–5C S/B 73–A0106, Revision 1,

dated April 19, 2001, that specifies

procedures for inspection of the fuel