Federal Register / Vol. 60, No. 41 / Thursday, March 2, 1995 / Rules and Regulations 11621

PART 39—AIRWORTHINESS

DIRECTIVES

1. The authority citation for part 39

continues to read as follows:

Authority: 49 U.S.C. App. 1354(a), 1421

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

11.89.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

95–04–12 Airbus Industrie: Amendment

39–9164. Docket 95–NM–14–AD.

Applicability: Model A310 and A300–600

series airplanes on which Airbus

Modification 10156 has not been

accomplished, and Model A320 series

airplanes on which Airbus Modification

22561 or Airbus Service Bulletin A320–26–

1017 has not been accomplished; certificated

in any category. This AD is not applicable to

airplanes on which the air extraction system

is not configured to detect smoke in the

extracted air. (That is, airplanes that do not

have standard air extraction systems are not

subject to the requirements of this AD.)

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 use the authority

provided in paragraph (b) 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.

To prevent failure of the lavatory smoke

detection system to detect smoke in the

lavatory, accomplish the following:

(a) Within 450 flight hours after the

effective date of this AD, perform an

inspection of each lavatory to verify proper

installation of the grille over the air

extraction duct of the lavatories, and to

detect blockage in the air extraction duct of

the lavatories, in accordance with Airbus All

Operators Telex (AOT) 26–12, Revision 1,

dated July 4, 1994.

(1) If the grille is found to be properly

installed and if no blockage is found, repeat

the inspection thereafter whenever the cover

over the air extraction duct of the lavatories

or any ceiling louver (grille) of the ceiling

light in the lavatory is removed or replaced

for any reason.

(2) If the grille is found to be improperly

installed and/or if blockage is found, prior to

further flight, correct any discrepancies

found, in accordance with Airbus AOT 26–

12, Revision 1, dated July 4, 1994. Repeat the

inspection thereafter whenever the cover

over the air extraction duct of the lavatories

or any ceiling louver (grille) of the ceiling

light in the lavatory is removed or replaced

for any reason.

(b) 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,

Standardization Branch, ANM–113, 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, Standardization

Branch, ANM–113.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Standardization Branch,

ANM–113.

(c) 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.

(d) The inspections and correction of

discrepancies shall be done in accordance

with Airbus AOT 26–12, Revision 1, dated

July 4, 1994. 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 Airbus Industrie, 1 Rond Point Maurice

Bellonte, 31707 Blagnac Cedex, France.

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.

(e) This amendment becomes effective on

March 17, 1995.

Issued in Renton, Washington, on February

17, 1995.

John J. Hickey,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 95–4544 Filed 3–1–95; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 92–ANE–34; Amendment 39–

9163; AD 95–04–11]

Airworthiness Directives; Textron

Lycoming ALF502R and ALF502L

Series Turbofan Engines

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment supersedes

an existing airworthiness directive (AD),

applicable to Textron Lycoming

ALF502R series turbofan engines, that

currently requires the establishment of a

reduced stress rupture retirement life

limit for certain third stage turbine

disks. This amendment establishes a

new increased stress rupture retirement

life limit for certain third stage turbine

disks used in conjunction with third

stage turbine nozzles that have

improved cooling effectiveness, expands

the applicability by adding the ALF502L

series engines, and establishes other

new reduced stress rupture retirement

life limits. This amendment is prompted

by the introduction of an improved

design third stage turbine nozzle, and a

new reduced stress rupture retirement

life limit for certain third stage turbine

disks on the ALF502L series engines.

The actions specified by this AD are

intended to prevent a total loss of

engine power, inflight engine shutdown,

and possible damage to the aircraft.

DATES: Effective April 3, 1995.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of April 3,

1995.

ADDRESSES: The service information

referenced in this AD may be obtained

from AlliedSignal Engines, 550 Main

Street, Stratford, CT 06497; (203) 385–

1470. 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:

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: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39)

by superseding AD 90–25–02,

Amendment 39–6811 (55 FR 48592,

November 21, 1990), which is

applicable to Textron Lycoming

ALF502R series turbofan engines, was

published in the Federal Register on

March 15, 1993 (58 FR 13711). That

action proposed to expand the

applicability by adding the ALF502L

series. That action would also provide

for increased stress rupture retirement

life limits for certain third stage turbine

disks when used in conjunction with

third stage turbine nozzles that have

improved cooling effectiveness.

On October 28, 1994, AlliedSignal

Inc. purchased the turbine engine

product line of Textron Lycoming, but

as of this date the anticipated name

change on the type certificate for the
11622 Federal Register / Vol. 60, No. 41 / Thursday, March 2, 1995 / Rules and Regulations

ALF502L series engines has not

occurred.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the one

comment received.

The commenter concurs with the rule

as proposed.

Since publication of the NPRM,

Textron Lycoming has issued Revision

22 to Service Bulletin ALF502 72–0002,

dated December 23, 1992, that

introduces new part numbered rotor

parts and adds pro-rating formulas to

include the new parts. The technical

content in regard to affected

components is unchanged. This final

rule has been revised to reference this

later revision.

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 with the changes

described previously. The FAA has

determined that these changes will

neither increase the economic burden

on any operator nor increase the scope

of the AD.

There are approximately 900 Textron

Lycoming ALF502R and ALF502L series

turbofan series engines of the affected

design in the worldwide fleet. The FAA

estimates that 300 engines installed on

aircraft of U.S. registry will be affected

by this AD, and that 100 are ALF502L

series engines that are subject to the

reduction in service life requirement. It

is also estimated that to implement the

reduction in service life requirement it

will take approximately 14 work hours

per engine to accomplish the required

actions, and that the average labor rate

is $55 per work hour. The reduction in

service life requirement will cost

approximately $30,000 per engine.

Based on these figures, the total cost

impact of the AD on U.S. operators is

estimated to be $3,077,000.

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 39–6811 (55 FR

48592, November 21, 1990) and by

adding a new airworthiness directive,

Amendment 39–9163, to read as

follows:

95–04–11 Textron Lycoming: Amendment

39–9163. Docket 92–ANE–34.

Supersedes AD 90–25–02, Amendment

39–6811.

Applicability: Textron Lycoming ALF502R

and ALF502L series turbofan engines

installed on but not limited to British

Aerospace BAe–146 and Canadair Challenger

CL600 aircraft.

Compliance: Required as indicated, unless

accomplished previously.

To prevent a total loss of engine power,

inflight shutdown, and possible damage to

the aircraft, accomplish the following:

(a) Remove from service and replace with

a serviceable part third stage turbine disks,

Part Numbers (P/N) 2–143–030–05, 2–143–

030–08, and 2–143–030–14, as follows:

(1) For disks that have been installed only

with third stage turbine nozzles P/Ns 2–141–

130–52 or 2–141–120–53, remove from

service as follows:

(i) For disks that have accumulated 13,220

or more hours time in service (TIS) since new

on the effective date of this AD, within the

next 80 hours TIS after the effective date of

this AD for the ALF502L engines, or within

the next 80 hours TIS after December 11,

1990, (the effective date of AD 90–25–02), for

the ALF502R engines, but not to exceed the

existing cyclic life limit,

(ii) For disks that have accumulated less

than 13,220 hours TIS since new on the

effective date of this AD, prior to

accumulating more than 13,300 hours TIS

since new, but not to exceed the existing

cyclic life limit.

(iii) Thereafter, remove disks prior to

accumulating more than 13,300 hours TIS

since new, but not to exceed the existing

cyclic life limit.

(2) For disks that have been installed only

with third stage turbine nozzles, P/Ns 2–141–

120–57 or 2–141–120–R56, remove from

service as follows:

(i) For disks that have accumulated 27,420

or more hours TIS since new on the effective

date of this AD, within the next 80 hours TIS

after the effective date of this AD, but not to

exceed the existing cyclic life limit.

(ii) For disks that have accumulated less

than 27,420 hours TIS since new on the

effective date of this AD, prior to

accumulating more than 27,500 hours TIS

since new, but not to exceed the existing

cyclic life limit.

(iii) Thereafter, remove disks prior to

accumulating more than 27,500 hours TIS

since new, but not to exceed the existing

cyclic life limit.

(3) For disks that have been installed with

both third stage turbine nozzles, P/Ns 2–141–

120–52 or 2–141–120–53, and third stage

turbine nozzles, P/Ns 2–141–120–57 or 2–

141–120–R56, remove from service as

follows:

(i) Determine the prorated hourly life limit

in accordance with the procedure defined in

the Accomplishment Instructions, Section

2.B.(2) of Textron Lycoming Service Bulletin

(SB) ALF502 72–0002 (for ALF502R series

engines) Revision 22, dated December 23,

1992, or Textron Lycoming SB ALF502 72–

0004 (for ALF502L series engines) Revision

11, dated June 17, 1987. From this prorated

hourly life limit, subtract 80 hours TIS to

determine the compliance threshold for each

engine model.

(ii) For disks that have equalled or

exceeded the compliance threshold on the

effective date of this AD, within the next 80

hours TIS, but not to exceed the existing

cyclic life limit.

(iii) For disks that have accumulated less

than the compliance threshold on the

effective date of this AD, prior to

accumulating more than the calculated

prorated hourly life limit.

(iv) Thereafter, remove disks at or prior to

accumulating the prorated hourly life limit,

but not to exceed the existing cyclic life

limit.

(b) 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 method of

compliance with this AD, if any, may be

obtained from the Engine Certification Office.

(c) The actions required by this AD shall

be done in accordance with the following

Textron Lycoming SB’s:
Federal Register / Vol. 60, No. 41 / Thursday, March 2, 1995 / Rules and Regulations 11623

Document No. Pages Revision Date

ALF502 72–0002 ........................................................................................................................... 1–2 22 Dec. 23, 1992.

3 18 Dec. 21, 1989.

4–7 22 Dec. 23, 1992.

8 21 Sept. 25, 1992.

9–10 22 Dec. 23, 1992.

11 21 Sept. 25, 1992.

12–26 22 Dec. 23, 1992.

27 21 Sept. 25, 1992.

Total pages: 27.

ALF502 72–0004 ........................................................................................................................... 1–16 11 June 17, 1987.

Total pages: 16.

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 Textron Lycoming, 550 Main Street,

Stratford, CT 06497; (203) 385–1470. 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.

(d) This amendment becomes effective on

April 3, 1995.

Issued in Burlington, Massachusetts, on

February 16, 1995.

James C. Jones,

Acting Manager, Engine and Propeller

Directorate, Aircraft Certification Service.

[FR Doc. 95–4853 Filed 3–1–95; 8:45 am]

BILLING CODE 4910–13–P

14 CFR Part 39

[Docket No. 95–NM–21–AD; Amendment

39–9167; AD 95–04–15]

Airworthiness Directives; McDonnell

Douglas Model MD–11 Series

Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment supersedes

an existing airworthiness directive (AD),

applicable to certain McDonnell

Douglas Model MD–11 series airplanes,

that currently requires inspection to

detect cracking of the outboard and

inboard surfaces of the upper spar

angles of certain wing pylons, and

repair of any cracked upper spar angles.

This amendment requires repetitive

inspections to detect cracking of the

upper spar angles, and revision of the

applicability to exclude an airplane and

to include certain other airplanes. This

amendment is prompted by an

additional report of cracking of the

upper inboard spar cap. The actions

specified in this AD are intended to

prevent reduced structural integrity of

the airplane due to cracking in the

subject areas.

DATES: Effective March 17, 1995.

The incorporation by reference of

McDonnell Douglas Alert Service

Bulletin MD11–54A049, Revision 1,

dated February 7, 1995, as listed in the

regulations, is approved by the Director

of the Federal Register as of March 17,

1995.

The incorporation by reference of

McDonnell Douglas MD–11 Alert

Service Bulletin A54–49, dated

December 2, 1994, as listed in the

regulations, was approved previously by

the Director of the Federal Register as of

January 12, 1995 (59 FR 66669,

December 28, 1994).

Comments for inclusion in the Rules

Docket must be received on or before

May 1, 1995.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–103,

Attention: Rules Docket No. 95–NM–

21–AD, 1601 Lind Avenue SW., Renton,

Washington 98055–4056.

The service information referenced in

this AD may be obtained from

McDonnell Douglas Corporation, P.O.

Box 1771, Long Beach, California

90801–1771, Attention: Business Unit

Manager, Technical Administrative

Support, Dept. L51, M.C. 2–98. This

information may be examined 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.

FOR FURTHER INFORMATION CONTACT:

Wahib Mina, Aerospace Engineer,

ANM–121L, FAA, Transport Airplane

Directorate, Los Angeles Aircraft

Certification Office, 3960 Paramount

Boulevard, Lakewood, California 90712;

telephone (310) 627–5324; fax (310)

627–5210.

SUPPLEMENTARY INFORMATION: On

December 20, 1994, the FAA issued AD

94–26–11, amendment 39–9106 (59 FR

66669, December 28, 1994), applicable

to certain McDonnell Douglas Model

MD–11 series airplanes. That AD

requires a visual inspection to detect

cracking of the outboard and inboard

surfaces of the upper spar angles on the

number 1 and number 3 wing pylons,

and repair of any cracked upper spar

angles. That AD also requires that

operators report the results of the visual

inspection to the FAA. That action was

prompted by a report of cracking in the

upper spar cap of the wing pylon. The

actions required by that AD are

intended to prevent reduced structural

integrity of the airplane due to cracking

of the upper spar cap.

Since the issuance of that AD, another

operator of McDonnell Douglas Model

MD–11 series airplanes has reported

that, while accomplishing the

inspection required by AD 94–26–11, a

crack was found on the upper inboard

spar cap of the number 3 wing pylon.

Investigation revealed that the solution

heat treatment was omitted during the

manufacturing process of the spar caps.

Therefore, these spar caps are believed

to be particularly susceptible to stress

corrosion cracking.

As a result of this latest report,

McDonnell Douglas conducted a crack

analysis of the upper spar caps. The

FAA has reviewed the data gathered

from this analysis and has determined

that, to maintain the safety of the Model

MD–11 fleet, repetitive inspections must

be performed to detect cracking in the

critical areas of the spar cap.

Further, investigation revealed that

one airplane, manufacturer’s fuselage

number 574, is not subject to this unsafe

condition since it was inspected prior to

delivery, and subsequently, discrepant

spar caps were replaced with nonsuspect parts. Additionally, the

manufacturer has identified three

additional airplanes, manufacturer’s

fuselage numbers 576, 577, and 578,

that are subject to unsafe condition