Federal Register / Vol. 60, No. 78 / Monday, April 24, 1995 / Rules and Regulations 20019

unsafe condition addressed by this AD. In no

case does the presence of any modification,

alteration, or repair remove any engine from

the applicability of this AD.

Compliance: Required as indicated, unless

accomplished previously.

To prevent the engine electronic overspeed

protection system from failing to function as

designed, which can result in the inability to

arrest an uncontrolled power turbine (PT)

rotor overspeed and damage to the aircraft,

accomplish the following:

(a) Within 150 hours time in service after

the effective date of this AD, accomplish

either paragraph (a)(1) or paragraph (a)(2) of

this AD.

(1) Replace magnetic speed pickups, P/N

4–301–356–01, in the engine electronic

overspeed protection system, with a

serviceable part in accordance with Allied

Signal Engines SB No. LTS101–73–10–0169,

dated December 12, 1994.

(2) Inspect magnetic speed pickups, P/N 4–

301–356–01, in the engine electronic

overspeed protection system, for polarity in

accordance with AlliedSignal Engines SB No.

LTS101–73–10–0169, dated December 12,

1994, and prior to further flight, remove

magnetic speed pickups with incorrect

polarity, and replace with a serviceable part,

in accordance with AlliedSignal Engines SB

No. LTS101–73–10–0169, dated December

12, 1994.

(b) Prior to installation, inspect all

uninstalled magnetic speed pickups, P/N 4–

301–356–01, for polarity, and replace

pickups with incorrect polarity with a

serviceable part, in accordance with

AlliedSignal Engines SB No. LTS101–73–10–

0169, dated December 12, 1994.

(c) 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

Maintenance Inspector, who may add

comments and then send it to the Manager,

Engine Certification Office.

Note: Information concerning the existence

of approved alternative methods of

compliance with this airworthiness directive,

if any, may be obtained from the Engine

Certification Office.

(d) Special flight permits may be issued in

accordance with sections 21.197 and 21.199

of the Federal Aviation Regulations (14 CFR

21.197 and 21.199) to operate the aircraft to

a location where the requirements of this AD

can be accomplished.

(e) The inspection, and replacement, of the

magnetic speed pickups shall be done in

accordance with the following AlliedSignal

Engines service document:

Document No. Pages Date

SB No. LTS101–

73–10–0169.

1–3 Dec. 12, 1994.

Total pages: 3

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 AlliedSignal Engines, 550 Main Street,

Stratford, CT 06497; telephone (203) 385–

1470, fax (203) 385–2256. 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.

(f) This amendment becomes effective on

May 9, 1995.

Issued in Burlington, Massachusetts, on

April 11, 1995.

James C. Jones,

Acting Manager, Engine and Propeller

Directorate, Aircraft Certification Service.

[FR Doc. 95–9472 Filed 4–19–95; 2:14 pm]

BILLING CODE 4910–13–P

14 CFR Part 39

[Docket No. 95–ANE–04; Amendment 39–

9204; AD 95–08–15]

Airworthiness Directives; Pratt &

Whitney JT8D Series Turbofan Engines

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that is

applicable to Pratt & Whitney (PW) JT8D

series turbofan engines. This action

requires a one-time borescope

inspection of certain combustion

chamber outer cases (CCOC) installed

only on McDonnell Douglas DC–9 series

and Boeing 737 series aircraft, and an

ultrasonic inspection of all affected

CCOC’s at every accessibility. This

amendment is prompted by reports of

two CCOC ruptures in service and of

two CCOC’s discovered during

maintenance with intergranular cracks.

The actions specified in this AD are

intended to prevent CCOC rupture,

which can result in an uncontained

engine failure and damage to the

aircraft.

DATES: Effective May 9, 1995.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of May 9,

1995.

Comments for inclusion in the Rules

Docket must be received on or before

June 23, 1995.

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–04, 12 New England Executive

Park, Burlington, MA 01803–5299.

The service information referenced in

this AD may be obtained from Pratt &

Whitney, 400 Main St, East Hartford, CT

06108. This information may be

examined 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.

FOR FURTHER INFORMATION CONTACT:

Mark A. Rumizen, Aerospace Engineer,

Engine Certification Office, FAA, Engine

and Propeller Directorate, 12 New

England Executive Park, Burlington, MA

01803–5299; telephone (617) 238–7137,

fax (617) 238–7199.

SUPPLEMENTARY INFORMATION: The

Federal Aviation Administration (FAA)

has received reports of two uncontained

engine failures on Pratt & Whitney (PW)

JT8D series turbofan engines.

Investigation revealed that the engine

failures were due to combustion

chamber outer case (CCOC) ruptures

that exhibited intergranular cracking.

The CCOC ruptures resulted from the

low cycle fatigue (LCF) propagation of

the intergranular crack. In addition,

intergranular cracking on two other

CCOC’s was discovered during in-shop

maintenance. The FAA has determined

that intergranular cracks may develop

from an initiation site on the case

during assembly of the CCOC to the

high pressure turbine (HPT) case, or

during engine operation in which an

impact load is imposed on the CCOC.

During subsequent engine operation, the

crack can then propagate to failure due

to normal LCF loads. Analysis of

operating experience relative to CCOC

ruptures indicated that only engines

installed on McDonnell Douglas DC–9

series and Boeing 737 series aircraft

have a significant risk of CCOC rupture,

whereas engines installed on other

aircraft have been statistically proven to

have less risk of CCOC rupture.

Therefore, the FAA has determined that

a borescope inspection of CCOC’s

installed only on McDonnell Douglas

DC–9 series and Boeing 737 series

aircraft is required to meet safety of

flight criteria. However, the FAA has

determined that an ultrasonic

inspection of all affected CCOC’s during

in-shop maintenance is also required,

regardless of intended aircraft

installation, to meet safety of flight

criteria. This condition, if not corrected,

could result in CCOC rupture, which

can result in an uncontained engine

failure and damage to the aircraft.

The FAA has reviewed and approved

the technical contents of PW Alert

Service Bulletin (ASB) No. A6202, dated

February 20, 1995, that describes

procedures for a one-time borescope

inspection of certain CCOC’s installed
20020 Federal Register / Vol. 60, No. 78 / Monday, April 24, 1995 / Rules and Regulations

only on McDonnell Douglas DC–9 series

and Boeing 737 series aircraft, and an

ultrasonic inspection of all affected

CCOC’s at every accessibility when the

‘‘J’’ and ‘‘K’’ flanges are separated and

the outer split fan ducts are removed.

Since an unsafe condition has been

identified that is likely to exist or

develop on other PW JT8D series

turbofan engines of the same type

design, this AD is being issued to

prevent CCOC rupture, which can result

in an uncontained engine failure and

damage to the aircraft. This AD requires

a one-time borescope inspection of

certain CCOC’s installed only on

McDonnell Douglas DC–9 series and

Boeing 737 series aircraft, and an

ultrasonic inspection of all affected

CCOC’s at every accessibility when the

‘‘J’’ and ‘‘K’’ flanges are separated and

the outer split fan ducts are removed.

However, performing the ultrasonic

inspection in the shop or on-wing is an

acceptable alternative to performing the

borescope inspection. The actions are

required to be accomplished in

accordance with the ASB described

previously.

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 should 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.

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

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 notice

must submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket Number 95–ANE–04.’’ The

postcard will be date stamped and

returned to the commenter.

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.

The FAA has determined that this

regulation is an emergency regulation

that must be issued immediately to

correct an unsafe condition in aircraft,

and 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. 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:

95–08–15 Pratt & Whitney: Amendment 39–

9204. Docket 95–ANE–04.

Applicability: Pratt & Whitney (PW)

Models JT8D–1, –1A, –1B, –7, –7A, –7B, –9,

–9A, –11, –15, –15A, –17, –17A, –17R, and

–17AR turbofan engines, with combustion

chamber outer cases (CCOC) Part Numbers

(P/N) 490547, 542155, 616315, 728829,

728829–001, 730413, 730413–001, 730414,

730414–001, 767197, 767279, and 767279–

001. These engines are installed on but not

limited to Boeing 737 series and 727 series,

and McDonnell Douglas DC–9 series aircraft.

Note: This AD applies to each engine

identified in the preceding applicability

provision, regardless of whether it has been

modified, altered, or repaired in the area

subject to the requirements of this AD. For

engines that have been modified, altered, or

repaired so that the performance of the

requirements of this AD is affected, the

owner/operator must use the authority

provided in paragraph (f) to request approval

from the FAA. This approval may address

either no action, if the current configuration

eliminates the unsafe condition, or different

action necessary to address the unsafe

condition described in this AD. Such a

request should include an assessment of the

effect of the changed configuration on the

unsafe condition addressed by this AD. In no

case does the presence of any modification,

alteration, or repair remove any engine from

the applicability of this AD.

Compliance: Required as indicated, unless

accomplished previously.

To prevent CCOC rupture, which can result

in an uncontained engine failure and damage

to the aircraft, accomplish the following:

(a) For engines installed on McDonnell

Douglas DC–9 series aircraft, perform the

following:

(1) Perform a borescope inspection of the

CCOC for cracking within 1,000 cycles in

service (CIS) after the effective date of this

airworthiness directive (AD), in accordance

with Section 2.A of PW Alert Service

Bulletin (ASB) No. A6202, dated February

20, 1995.

(2) Remove from service CCOC’s that

exhibit cracking in accordance with Section

2.A of PW ASB No. A6202, dated February

20, 1995.

(b) For engines installed on Boeing 737

series aircraft, perform the following:

(1) Perform a borescope inspection of the

CCOC for cracking within 1,500 CIS after the

effective date of this AD, in accordance with

Section 2.A of PW ASB No. A6202, dated

February 20, 1995.

(2) Remove from service CCOC’s that

exhibit cracking in accordance with section

2.A of PW ASB No. A6202, dated February

20, 1995.

(c) At every accessibility of the CCOC after

the effective date of this AD, perform the

following:

(1) Prior to reassembly of the outer split fan

ducts, perform an ultrasonic inspection for

cracking in accordance with Section 2.B of
Federal Register / Vol. 60, No. 78 / Monday, April 24, 1995 / Rules and Regulations 20021

PW ASB No. A6202, dated February 20,

1995.

(2) Remove from service CCOC’s that

exhibit cracking in accordance with Section

2.B of PW ASB No. A6202, dated February

20, 1995.

(d) Compliance with paragraph (c) of this

AD is an acceptable alternative to performing

the borescope inspection required by

paragraph (a) or (b) of this AD, as applicable.

(e) For the purpose of this AD, accessibility

of the CCOC is defined as separation of the

‘‘J’’ and ‘‘K’’ flanges and removal of the outer

split fan ducts.

(f) An alternative method of compliance or

adjustment of the compliance time that

provides an acceptable level of safety may be

used if approved by the Manager, Engine

Certification Office. The request should be

forwarded through an appropriate FAA

Principal Maintenance Inspector, who may

add comments and then send it to the

Manager, Engine Certification Office.

Note: Information concerning the existence

of approved alternative methods of

compliance with this airworthiness directive,

if any, may be obtained from the Engine

Certification Office.

(g) Special flight permits may be issued in

accordance with §§ 21.197 and 21.199 of the

Federal Aviation Regulations (14 CFR 21.197

and 21.199) to operate the aircraft to a

location where the requirements of this AD

can be accomplished.

(h) The inspections of the CCOC shall be

done in accordance with the following

service document:

Document No. Pages Date

PW ASB No.

A6202.

1–11 Feb. 20, 1995.

Total pages:

11.

This incorporation by reference was

approved by the Director of the Federal

Register in accordance with 5 U.S.C. 552(a)

and 1 CFR part 51. Copies may be obtained

from Pratt & Whitney, 400 Main St, East

Hartford, CT 06108. 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.

(i) This amendment becomes effective on

May 9, 1995.

Issued in Burlington, Massachusetts, on

April 11, 1995.

James C. Jones,

Acting Manager, Engine and Propeller

Directorate, Aircraft Certification Service.

[FR Doc. 95–9471 Filed 4–21–95; 8:45 am]

BILLING CODE 4910–13–P

14 CFR Part 71

[Airspace Docket No. 94–AGL–36]

Modification of Class D Airspace

Areas; Detroit, MI, and Alton, IL

AGENCY: Federal Aviation

Administration (FAA) DOT.

ACTION: Final rule.

SUMMARY: This action modifies the Class

D airspace area at Willow Run Airport,

Detroit, MI, and St. Louis Regional

Airport, Alton, IL. The Class D airspace

area at Willow Run Airport, Detroit, MI,

will be modified by lowering the

vertical limit of the Class D airspace

area up to but not including the base

altitude of the overlying Detroit, MI,

Class B airspace area. The Class D

airspace area description at St. Louis

Regional Airport, Alton, IL, will be

modified by excluding that airspace

within the Lambert-St. Louis

International Airport, MO, Class B

airspace area. Airspace reclassification

has necessitated new guidelines for

depicting and describing Class D

airspace area that underlie Class B

airspace areas. The intended effect is to

eliminate pilot confusion by modifying

the controlled airspace areas at Willow

Run Airport, Detroit, MI, and St. Louis

Regional Airport, Alton, IL.

EFFECTIVE DATE: 0901 UTC, July 20,

1995.

FOR FURTHER INFORMATION CONTACT:

Jeffrey L. Griffith, Air Traffic Division,

System Management Branch, AGL–530,

Federal Aviation Administration, 2300

East Devon Avenue, Des Plaines, Illinois

60018, telephone (708) 294–7568.

SUPPLEMENTARY INFORMATION:

History

On January 6, 1995, the FAA

proposed to amend part 71 of the

Federal Aviation Regulations (14 CFR

part 71) to modify the Class D airspace

area at Willow Run Airport, Detroit, MI,

and St. Louis Regional Airport, Alton, IL

(60 FR 2043). No comment objecting to

the proposal were received.

The coordinates for this airspace

docket as based on North American

Datum 83. Class D airspace designations

are published in Paragraph 5000 of FAA

Order 7400.9B dated July 18, 1994, and

effective September 16, 1994, which is

incorporated by reference in 14 CFR

71.1. The Class D airspace designations

listed in this document will be

published subsequently in the Order.

The Rule

This amendment to part 71 of the

Federal Aviation Regulations modifies

the Class D airspace areas at Willow

Run Airport, Detroit, MI, and St. Louis

Regional Airport, Alton, IL. The Class D

airspace area at Willow Run Airport,

Detroit, MI, will be modified by

lowering the vertical limited of the Class

D airspace area up to not including the

base altitude of the overlying Detroit,

MI, Class B airspace area. The Class D

airspace area description at St. Louis

Regional Airport, Alton, IL, will be

modified by excluding that airspace

within the Lambert-St. Louis

International Airport, MO, Class B

airspace area. Airspace reclassification,

effective September 16, 1993, has

necessitated new guidelines for

depicting and describing Class D

airspace areas that underlie Class B

airspace areas. The intended effect is to

eliminate pilot confusion by modifying

the controlled airspace areas at Willow

Run Airport, Detroit, MI, and St. Louis

Regional Airport, Alton, IL.

The FAA has determined that this

regulation only involves an established

body of technical regulations for the

frequent and routine amendments are

necessary to keep them operationally

current. It, therefore—(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)

does not warrant preparation of a

regulatory evaluation as the anticipated

impact is so minimal. Since this is a

routine matter that will only effect air

traffic procedures and air navigation, it

is certified that this rule will not have

a significant economic impact on a

substantial number of small entities

under the criteria of the Regulatory

Flexibility Act.

List of Subjects in 14 CFR Part 71

Airspace, Incorporation by reference,

Navigation (air).

Adoption of the Amendment

In consideration of the foregoing, the

Federal Aviation Administration

amends 14 CFR part 71 as follows:

PART 71—[AMENDED]

1. The authority citation for 14 CFR

part 71 continues to read as follows:

Authority: 49 U.S.C. app. 1348(a), 1354(a),

1510; E.O. 10854, 24 FR 9565, 3 CFR, 1959–

1963 Comp., p. 389; 49 U.S.C. 106(g); 14 CFR

11.69.

§ 71.1 [Amended]

2. The incorporation by reference in

14 CFR 71.1 of the Federal Aviation

Administration Order 7400.9B, Airspace

Designations and Reporting Points,

dated July 18, 1994, and effective