65032 Federal Register / Vol. 60, No. 242 / Monday, December 18, 1995 / Proposed Rules

1First and last sections of order.

2Appropriate Part number.

3Next consecutive section number.

4Appropriate representative period for the order.

Whitley, the Class I price shall be

decreased by 32 cents; and

* * * * *

PART 1046—MILK IN THE

LOUISVILLE-LEXINGTON-EVANSVILLE

MARKETING AREA

§ 1046.2 [Amended]

13. In § 1046.2, in the list of Kentucky

counties, the word ‘‘Pulaski’’ is

removed.

[Note: The following appendix will not be

published in the Code of Federal

Regulations.]

Appendix—Marketing Agreement

Regulating the Handling of Milk in Certain

Specified Marketing Areas

The parties hereto, in order to effectuate

the declared policy of the Act, and in

accordance with the rules of practice and

procedure effective thereunder (7 CFR Part

900), desire to enter into this marketing

agreement and do hereby agree that the

provisions referred to in paragraph I hereof

as augmented by the provisions specified in

paragraph II hereof, shall be and are the

provisions of this marketing agreement as if

set out in full herein.

I. The findings and determinations, order

relative to handling, and the provisions of

§§llllll1 to llllll, all

inclusive, of the order regulating the

handling of milk in the said marketing areas

(7 CFR part llll2) which is annexed

hereto; and

II. The following provisions:

§llllll3 Record of milk handled and

authorization to correct typographical errors.

(a) Record of milk handled. The

undersigned certifies that he/she handled

during the month of llllll4,

llllll hundredweight of milk covered

by this marketing agreement.

(b) Authorization to correct typographical

errors. The undersigned hereby authorizes

the Director, or Acting Director, Dairy

Division, Agricultural Marketing Service, to

correct any typographical errors which may

have been made in this marketing agreement.

§llllll3 Effective date. This

marketing agreement shall become effective

upon the execution of a counterpart hereof by

the Secretary in accordance with Section

900.14(a) of the aforesaid rules of practice

and procedure.

In Witness Whereof, The contracting

handlers, acting under the provisions of the

Act, for the purposes and subject to the

limitations herein contained and not

otherwise, have hereunto set their respective

hands and seals.

Signature

By (Name) lllllllllllllll

(Title) lllllllllllllllll

(Address) llllllllllllllll

(Seal)

Attest

[FR Doc. 95–30670 Filed 12–15–95; 8:45 am]

BILLING CODE 3410–02–P

NUCLEAR REGULATORY

COMMISSION

10 CFR Part 50

RuleNet Communication Program; Fire

Protection Regulations—Correction

AGENCY: Nuclear Regulatory

Commission.

ACTION: RuleNet announcement;

Correction.

SUMMARY: This document corrects a

notice of availability appearing in the

Federal Register on November 15, 1995

(60 FR 57370), that listed the electronic

address for accessing the RuleNet

program. This action is necessary to

correct a printing error in the RuleNet

address.

FOR FURTHER INFORMATION CONTACT:

Francis Cameron, U.S. Nuclear

Regulatory Commission, Washington,

DC 20555–0001, telephone (301) 415–

1642.

On page 57370, under the ADDRESSES

heading, in the fifth line, the electronic

address that reads ‘‘http:/nssc.llnl.gov/

RuleNet’’ should read ‘‘http://

nssc.llnl.gov/RuleNet.’’

Dated at Rockville, Maryland, this 13th day

of December, 1995.

For the Nuclear Regulatory Commission.

Michael T. Lesar,

Chief, Rules Review Section, Rules Review

and Directives Branch.

[FR Doc. 95–30666 Filed 12–15–95; 8:45 am]

BILLING CODE 7590–01–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 95–NM–88–AD]

Airworthiness Directives; Lockheed

Model L–1011–385 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Notice of proposed rulemaking

(NPRM).

SUMMARY: This document proposes the

supersedure of an existing airworthiness

directive (AD), applicable to all

Lockheed Model L–1011–385 series

airplanes, that currently requires

inspections to detect cracking of certain

areas of the rear spar caps, web, skin,

and certain fastener holes; and repair or

modification, if necessary. That AD was

prompted by reports of fatigue cracks in

the caps of the wing rear spar inboard

of inner wing station 346. The actions

specified by that AD are intended to

prevent rupture of the rear spar, which

could result in extensive damage to the

wing and fuel spillage. This action

would add various improved

inspections and follow-on actions, and

would require that the initial

inspections be accomplished at reduced

thresholds.

DATES: Comments must be received by

February 13, 1996.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–103,

Attention: Rules Docket No. 95–NM–

88–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

Comments may be inspected at this

location between 9:00 a.m. and 3:00

p.m., Monday through Friday, except

Federal holidays.

The service information referenced in

the proposed rule may be obtained from

Lockheed Aeronautical Systems

Support Company, Field Support

Department, Dept. 693, Zone 0755, 2251

Lake Park Drive, Smyrna, Georgia

30080. This information may be

examined at the FAA, Transport

Airplane Directorate, 1601 Lind

Avenue, SW., Renton, Washington; or at

the FAA, Small Airplane Directorate,

Atlanta Aircraft Certification Office,

Campus Building, 1701 Columbia

Avenue, Suite 2–160, College Park,

Georgia.

FOR FURTHER INFORMATION CONTACT:

Thomas Peters, Aerospace Engineer,

Flight Test Branch, ACE–116A, FAA,

Small Airplane Directorate, Atlanta

Aircraft Certification Office, Campus

Building, 1701 Columbia Avenue, Suite

2–160, College Park, Georgia 30337–

2748; telephone (404) 305–7367; fax

(404) 305–7348.

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

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.
Federal Register / Vol. 60, No. 242 / Monday, December 18, 1995 / Proposed Rules 65033

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 95–NM–88–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.

95–NM–88–AD, 1601 Lind Avenue,

SW., Renton, Washington 98055–4056.

Discussion

On August 26, 1993, the FAA issued

AD 93–17–10, amendment 39–8681 (58

FR 54947, October 25, 1993), which is

applicable to all Lockheed Model L–

1011–385 series airplanes. That AD

requires inspections to detect cracking

of certain areas of the rear spar caps,

web, skin, and certain fastener holes;

and repair or modification, if necessary.

That action was prompted by reports of

fatigue cracks in the caps of the wing

rear spar inboard of inner wing station

(IWS) 346. The requirements of that AD

are intended to prevent rupture of the

rear spar, which could result in

extensive damage to the wing and fuel

spillage.

Since the issuance of that AD, the

FAA has received additional reports of

fatigue cracking in the subject areas on

these airplanes. The airplanes on which

the cracking occurred had accumulated

fewer landings than the number of

landings specified as the inspection

thresholds in AD 93–17–10.

Discussion of Relevant Service

Information

Subsequent to the finding of this new

cracking, the manufacturer issued, and

the FAA reviewed and approved,

Lockheed L–1011 Service Bulletin 093–

57–203, Revision 4, dated March 27,

1995. The revised service bulletin

describes procedures for inspections to

detect cracking in certain areas of the

rear spar caps, web, skin, and certain

fastener holes at earlier inspection

thresholds than those specified

previously. The service bulletin revision

describes the following various

improved inspection procedures and

follow-on actions:

1. Repetitive X-ray (radiographic)

inspections to detect cracking of the

upper and lower caps of the rear spar

and of the associated web and skin areas

between IWS 231 and IWS 343. The

inspection procedure specified in the

revised service bulletin has been

changed from that described in Revision

3 to clarify the location for the X-ray

tube head for certain exposures.

2. Repetitive eddy current surface

scan inspections to detect cracking of

the upper spar cap-to-skin and the

upper spar cap-to-web attachment areas

around the fasteners from IWS 310 to

the main landing gear (MLG) trunnion

fitting at approximately IWS 343.

3. A bolt hole eddy current inspection

to detect cracking in the 11⁄8-inch

diameter fastener hole located inboard

of IWS 343. The service bulletin

specifies that this inspection is

accomplished at an initial inspection

threshold only. (However, the service

bulletin also specifies that this

inspection must be accomplished on

any fastener hole where the fastener is

removed for repair or replacement.)

4. For airplanes on which cracking is

found during the bolt hole eddy current

inspection of the 11⁄8-inch diameter

fastener hole located inboard of IWS

343, the service bulletin describes

procedures for a bolt hole eddy current

inspection to detect cracking at the four

5⁄8-inch fastener locations directly below

the 11⁄8-inch fastener.

5. For airplanes on which Option iv

or v of Lockheed Repair Procedure LCC–

7622–368 has not been accomplished,

the service bulletin describes

procedures for subsequent repetitive

ultrasonic inspections to detect cracking

in the fastener hole. These inspections

are performed in conjunction with eddy

current surface scan inspections to

detect cracking of the upper horizontal

edge of the rear spar web, 1⁄2-inch each

side of the inboard edge of the MLG

trunnion fitting.

6. Repetitive low frequency eddy

current ring probe inspections to detect

cracking of the upper cap/skin of the

rear spar between IWS 310 to IWS 326

and the cap/web fasteners.

Since the issuance of AD 93–17–10,

the FAA has also reviewed and

approved later revisions of certain

service information specified in

paragraph (d) of that AD as an

alternative method of repairing

confirmed findings of cracking, as

follows:

1. Lockheed L–1011 Service Bulletin

093–57–196, Revision 6, dated

December 6, 1994, and Lockheed L–

1011 Service Bulletin Change

Notification 093–57–196, R6–CN1,

dated August 22, 1995.

2. Lockheed L–1011 Service Bulletin

093–57–184, Revision 7, dated

December 6, 1994, and Lockheed L–

1011 Service Bulletin Change

Notification 093–57–196, R7–CN1,

dated August 22, 1995.

These service bulletins describe

procedures for modification of the rear

spar upper and lower caps between IWS

228 and 346. Among other things, these

service bulletin revisions were issued to

standardize the rework of fastener holes,

add new instructions to refer to

drawings to accomplish the

modification, clarify miscellaneous

information, and to reference certain

service information for web damage

extending beyond IWS 327.

Discussion of the Proposed Action

Since an unsafe condition has been

identified that is likely to exist or

develop on other products of this same

type design, the proposed AD would

supersede AD 93–17–10 to continue to

require inspections to detect cracking of

certain areas of the rear spar caps, web,

skin, and certain fastener holes; and

repair or modification, if necessary. The

proposed AD would add various

improved inspections and follow-on

actions, and would require that the

initial inspections be accomplished at

reduced thresholds. The inspections,

follow-on actions, and modification

would be required to be accomplished

in accordance with the service bulletin

described previously. The repair would

be required to be accomplished in

accordance with a method approved by

the FAA or in accordance with the

Lockheed Model L–1011 Structural

Repair Manual.

Operators should note that only the

inspection procedures (and follow-on

actions) described in Lockheed L–1011

Service Bulletin 093–57–203 would be

required by this proposal. In a separate

AD action [AD 94–05–01, amendment

39–8839 (59 FR 10275, March 4, 1994)],

the FAA previously addressed the

portion of that service bulletin that

deals with the modification

Cost Impact

There are approximately 236 Model

L–1011–385 series airplanes of the

affected design in the worldwide fleet.

The FAA estimates that 118 airplanes of

U.S. registry would be affected by this

proposed AD.

The actions that are currently

required by AD 93–17–10 take
65034 Federal Register / Vol. 60, No. 242 / Monday, December 18, 1995 / Proposed Rules

approximately 21 work hours per

airplane to accomplish, at an average

labor rate of $60 per work hour. Based

on these figures, the cost impact on U.S.

operators of the actions currently

required is estimated to be $148,680, or

$1,260 per airplane.

The new actions that are proposed in

this AD action would take

approximately 64 work hours per

airplane to accomplish, at an average

labor rate of $60 per work hour. [This

work hour estimate assumes that X-ray

inspections are done of both upper and

lower caps, and that the ultrasonic

inspection indicates cracking in each of

five bolt holes (per wing), thus requiring

subsequent bolt hole eddy current

inspections to confirm crack findings.

The estimate includes inspections of

both wings.] Based on these figures, the

cost impact on U.S. operators of the

proposed requirements of this AD is

estimated to be $453,120, or $3,840 per

airplane.

The cost impact figures discussed

above are based on assumptions that no

operator has yet accomplished any of

the current or proposed requirements of

this AD action, and that no operator

would accomplish those actions in the

future if this AD were not adopted.

Regulatory Impact

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. 106(g), 40101, 40113,

44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

removing amendment 39–8681 (58 FR

54947, October 25, 1993), and by adding

a new airworthiness directive (AD), to

read as follows:

Lockhead Aeronautical Systems Company:

Docket 95–NM–88–AD. Supersedes AD

93–17–10, Amendment 39–8681.

Applicability: All Model L–1011–385–1, L–

1011–385–1–14, L–1011–385–1–15, and L–

1011–385–3 series airplanes, certificated in

any category.

Note 1: This AD applies to each airplane

identified in the preceding applicability

provision, regardless of whether it has been

otherwise 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 use the authority

provided in paragraph (d) of this AD to

request approval from the 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 airplane from the

applicability of this AD.

Compliance: Required as indicated, unless

accomplished previously.

Note 2: Paragraphs (a)(1) and (b) of this AD

restate the requirement for repetitive

inspections and follow-on actions contained

in paragraphs (a) and (b) of AD 93–17–10.

Therefore, for operators who have previously

accomplished at least the initial inspection in

accordance with AD 93–17–10, paragraphs

(a)(1) and (b) of this AD require that the next

scheduled inspection be performed within

2,000 flight cycles after the last inspection

performed in accordance with paragraphs (a)

and (b) of AD 93–17–10.

To prevent rupture of the rear spar, which

could result in extensive damage to the wing

and fuel spillage, accomplish the following:

(a) Perform inspections and various followon actions to detect cracking in the areas

specified in and in accordance with Part II

of the Accomplishment Instructions of the

Lockheed service documents listed below.

After the effective date of this AD, the

inspections and follow-on actions shall be

performed only at the times specified in and

in accordance with Revision 4 of Lockheed

L–1011 Service Bulletin 093–57–203. [The

inspections and follow-on actions include:

repetitive X-ray (radiographic) inspections;

repetitive eddy current surface scan

inspections; bolt hole eddy current

inspections at various locations; repetitive

ultrasonic inspections in conjunction with

eddy current surface scan inspections (for

certain airplanes); and repetitive low

frequency eddy current ring probe

inspections.]

• Lockheed L–1011 Service Bulletin 093–

57–203, Revision 3, dated October 28, 1991;

or

• Lockheed L–1011 Service Bulletin

Service Bulletin 093–57–203, Revision 3,

dated October 28, 1991, as amended by

Lockheed L–1011 Service Bulletin Change

Notification 093–57–203, R3–CN1, dated

June 22, 1992; or

• Lockheed L–1011 Service Bulletin 093–

57–203, Revision 4, dated March 27, 1995.

(1) For airplanes on which the inspections

required by AD 93–17–10, amendment 39–

8681, have been initiated prior to the

effective date of this AD: Perform the

inspections and follow-on actions at the

times specified in Table I of Lockheed L–

1011 Service Bulletin Change Notification

093–57–203, R3–CN1, dated June 22, 1992, or

within 6 months after November 24, 1993

(the effective date of AD 93–17–10,

amendment 39–8681), whichever occurs

later.

Note 3: As allowed by the phrase, ‘‘unless

accomplished previously,’’ if the inspections

and follow-on actions required by this

paragraph were conducted prior to November

24, 1993, in accordance with Lockheed L–

1011 Service Bulletin 093–57–203, Revision

2, dated January 25, 1991, those inspections

need not be repeated.

(2) For airplanes on which the inspections

required by AD 93–17–10, amendment 39–

8681, have not been initiated prior to the

effective date of this AD: Perform the

inspections and follow-on actions at the

times specified in Table I of Lockheed L–

1011 Service Bulletin 093–57–203, Revision

4, dated March 27, 1995, or within 6 months

after the effective date of this AD, whichever

occurs later.

(b) If no cracking is found, perform the

repetitive inspections and follow-on actions

specified in the Accomplishment

Instructions of the Lockheed service

documents listed below thereafter at intervals

not to exceed 2,000 flight cycles. After the

effective date of this AD, the inspections and

follow-on actions shall be performed only in

accordance with Revision 4 of Lockheed L–

1011 Service Bulletin 093–57–203.

• Lockheed L–1011 Service Bulletin 093–

57–203, Revision 3, dated October 28, 1991;

or

• Lockheed L–1011 Service Bulletin 093–

57–203, Revision 3, dated October 28, 1991,

as amended by Lockheed L–1011 Service

Bulletin Change Notification 093–57–203,

R3–CN1, dated June 22, 1992; or

• Lockheed L–1011 Service Bulletin 093–

57–203, Revision 4, dated March 27, 1995;
Federal Register / Vol. 60, No. 242 / Monday, December 18, 1995 / Proposed Rules 65035

(c) If any finding of cracking is confirmed,

prior to further flight, accomplish paragraph

(c)(1), (c)(2), or (c)(3) of this AD.

(1) Repair the cracked area in accordance

with a method approved by the Manager,

Atlanta Aircraft Certification Office (ACO),

FAA, Small Airplane Directorate. Thereafter,

perform the repetitive inspections and

follow-on actions required by paragraph (b)

of this AD. Or

(2) Repair the rear spar upper and lower

caps between IWS 228 and 346 in accordance

with the Lockheed Model L–1011 Structural

Repair Manual. Thereafter, perform the

repetitive inspections and follow-on actions

required by paragraph (b) of this AD. Or

(3) Modify the rear spar upper and lower

caps between IWS 228 and 346 in accordance

with the Lockheed service bulletins listed

below, as applicable. Accomplishment of the

modification constitutes terminating action

for the requirements of this AD.

• Lockheed L–1011 Service Bulletin 093–

57–184, Revision 7, dated December 6, 1994,

as amended by Change Notification 093–57–

184, R7–CN1, dated August 22, 1995; or

• Lockheed L–1011 Service Bulletin 093–

57–196, Revision 6, dated December 6, 1994,

as amended by Change Notification 093–57–

196, R6–CN1, dated August 22, 1995; or

• Lockheed L–1011 Service Bulletin 093–

57–203, Revision 4, dated March 27, 1995.

Note 4: Accomplishment of the

modification specified in paragraph (c)(3) of

this AD prior to the effective date of this AD

in accordance with the following Lockheed

service bulletins, as applicable, is considered

to be in compliance with this paragraph:

• Lockheed L–1011 Service Bulletin 093–

57–184, Revision 6, dated October 28, 1991;

• Lockheed L–1011 Service Bulletin 093–

57–184, Revision 7, dated December 6, 1994;

• Lockheed L–1011 Service Bulletin 093–

57–196, Revision 5, dated October 28, 1991;

• Lockheed L–1011 Service Bulletin 093–

57–196, Revision 6, dated December 6, 1994;

• Lockheed L–1011 Service Bulletin 093–

57–203, Revision 3, dated October 28, 1991;

or

• Lockheed L–1011 Service Bulletin 093–

57–203, Revision 3, dated October 28, 1991,

as amended by Change Notification 093–57–

203, R3–CN1, dated June 22, 1992.

(d) 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, Atlanta

ACO. Operators shall submit their requests

through an appropriate FAA Principal

Maintenance Inspector, who may add

comments and then send it to the Manager,

Atlanta ACO.

Note 5: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Atlanta ACO.

(e) 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

December 11, 1995.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 95–30646 Filed 12–15–95; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 95–ANE–41]

Airworthiness Directives; General

Electric Company CF34 Series

Turbofan Engines

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

General Electric Company (GE) CF34

series turbofan engines. This proposal

would reduce the allowable operating

cyclic life limit for affected high

pressure compressor (HPC) stage 1 rotor

disks. This proposal is prompted by an

updated stress and life analysis. The

actions specified by the proposed AD

are intended to prevent HPC stage 1

rotor disk rupture, engine failure, and

damage to the aircraft.

DATES: Comments must be received by

February 16, 1996.

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–41, 12 New England Executive

Park, Burlington, MA 01803–5299.

Comments may be inspected at this

location between 8:00 a.m. and 4:30

p.m., Monday through Friday, except

Federal holidays.

FOR FURTHER INFORMATION CONTACT:

Eugene Triozzi, Aerospace Engineer,

Engine Certification Office, FAA, Engine

and Propeller Directorate, 12 New

England Executive Park, Burlington, MA

01803–5299; telephone (617) 238–7148,

fax (617) 238–7199.

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

they may desire. Communications

should 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 95–ANE–41.’’ 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, New England Region, Office of the

Assistant Chief Counsel, Attention:

Rules Docket No. 95–ANE–41, 12 New

England Executive Park, Burlington, MA

01803–5299.

Discussion

The Federal Aviation Administration

(FAA) has reviewed and approved an

updated stress and life analysis for high

pressure compressor (HPC) stage 1 rotor

disks installed in General Electric

Company (GE) CF34 series turbofan

engines. Although the FAA has not

received any reports of cracked or failed

HPC stage 1 rotor disks, the stress and

life analysis was performed using new,

improved methodology. This analysis

revealed that the published cyclic life

limits were higher than updated

calculated lives, which could result in

the operation of an HPC stage 1 rotor

disk beyond its cyclic life. This

condition, if not corrected, could result

in HPC stage 1 rotor disk rupture,

engine failure, and damage to the

aircraft.

Since an unsafe condition has been

identified that is likely to exist or

develop on other products of this same

type design, the proposed AD would

reduce the allowable operating cyclic

life limit for affected HPC stage 1 rotor

disks.

There are approximately 440 engines

of the affected design in the worldwide

fleet. The FAA estimates that 150

engines installed on aircraft of U.S.

registry would be affected by this