[Federal Register: June 6, 2003 (Volume 68, Number 109)]
[Rules and Regulations]
[Page 33844-33854]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr06jn03-6]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 2000-NE-47-AD; Amendment 39-13177; AD 2003-11-18]
RIN 2120-AA64
Airworthiness Directives; Pratt and Whitney PW4000 Series
Turbofan Engines
AGENCY: Federal Aviation Administration, DOT.
ACTION: Final rule.
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SUMMARY: This amendment supersedes an existing airworthiness directive
(AD), that is applicable to Pratt and Whitney (PW) model 4000 series
turbofan engines. That AD currently requires interim actions to address
engine takeoff power loss events until the high-pressure-compressor
(HPC) case is redesigned and available for incorporation on the PW4000
engines. This amendment requires the same actions as that AD, adds on-
wing Testing-21 to engines installed on Boeing 747 and MD-11 airplanes,
and adds the requirement to install a new Ring Case Configuration (RCC)
rear HPC on engines installed in the Boeing fleet as terminating action
to the requirements of this AD. This amendment is prompted by the
development of an RCC rear HPC for PW4000 series turbofan engines
installed in the Boeing fleet. The actions specified by this AD are
intended to prevent engine takeoff power losses due to HPC surge.
DATES: Effective July 7, 2003. The incorporation by reference of
certain publications listed in the regulations is approved by the
Director of the Federal Register as of July 7, 2003.
The incorporation by reference of certain other publications, as
listed in the regulations, were approved previously by the Director of
the Federal Register as of January 17, 2002 (67 FR 1, January 2, 2002),
and November 12, 2002 (67 FR 65484, October 25, 2002).
ADDRESSES: The service information referenced in this AD may be
obtained from Pratt & Whitney, 400 Main St., East Hartford, CT 06108,
telephone (860) 565-6600; fax (860) 565-4503. This information may be
examined, by appointment, at the Federal Aviation Administration (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: Diane Cook, Aerospace Engineer, Engine
Certification Office, FAA, Engine and Propeller Directorate, 12 New
England Executive Park, Burlington, MA 01803-5299; telephone (781) 238-
7133; fax (781) 238-7199.
SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal
Aviation Regulations (14 CFR part 39) by superseding AD 2002-21-10,
Amendment 39-12916 (67 FR 65484, October 25, 2002), which is applicable
to PW model 4000 series turbofan engines was published in the Federal
Register on April 7, 2003, (68 FR 16736). That action proposed to
require interim actions to address engine takeoff power loss events
until the HPC case is redesigned and available for incorporation on the
PW4000 engines. That action also proposed to add on-wing Testing-21 to
engines installed on Boeing 747 and MD-11 airplanes, and add the
requirement to install a new RCC rear HPC on engines installed in the
Boeing fleet as terminating action to the requirements of this AD.
Comments
Interested persons have been afforded an opportunity to participate
in the making of this amendment. Due consideration has been given to
the comments received.
Embedded Engine Configuration
One commenter states that proposed paragraph (u)(1)(ii) embeds an
engine configuration that is not listed in Table 1 of the proposed AD
and requires operators to replace the rear hook regardless of whether
or not it is worn beyond serviceable limits. In addition, the commenter
states that it is an undue burden on the operators to track and
maintain an additional build configuration not previously tracked.
The FAA does not agree. For engines installed on Boeing airplanes,
after the effective date of this AD, any time a Segmented Case
Configuration (SCC) HPC module is disassembled to a level that
separates the HPC rear case assembly from the HPC module at the H
flange, the RCC rear HPC must be incorporated making the replacement of
the rear hook a non-issue. After May 31, 2006, any SCC HPC engine
installed on
[[Page 33845]]
Boeing airplanes must have incorporated a Haynes material HPC inner
case rear hook. This requirement maintains the appropriate safety level
and the intent of the fleet management plan to reduce the risk of a
group 3 surge event. The FAA does not agree that tracking SCC engines
with a Haynes material HPC inner case rear hook as well as RCC HPC
engines imposes an undue burden on operators.
Service Bulletin Updated
One commenter notes that proposed paragraphs (j)(5), (m), (o)(1),
(t)(1), (u), (u)(3), and Table (9) reference service bulletin (SB)
PW4ENG 72-755, dated February 28, 2003, however the subject SB has been
updated to Revision 1, dated April 8, 2003.
The FAA agrees. Since the issuance of the proposed rule, Revision 1
to SB PW4ENG 72-755 was issued on April 8, 2003, to correct various
typographical errors, and Revision 2 was issued on May 23, 2003, to
change the part number of two brackets due to interference concerns.
The FAA has reviewed the data and concurs with these minor changes to
the SB. The final rule incorporates SB PW4ENG 72-755, Revision 2, dated
May 23, 2003.
Alternate Shroud Repair
Two commenters state that proposed paragraph (m) defines a minimum
build standard for Boeing 747 and 767 airplanes that requires an HPC
module to incorporate the requirements of SB PW4ENG 72-755. One of the
requirements of that SB changes the abradable sealing surface material
for the stage 5, 6, and 7 shrouds from felt metal (PWA 24-1) to plasma
spray (PWA279), and states that this work should be done by a PW repair
facility. The commenters note that Chromalloy Georgia has an FAA-
approved procedure for repairing these shrouds with plasma spray and
request that the FAA include the alternate Chromalloy Georgia process
in the Additional Service Information section of the AD, and in
paragraphs (m), (u) and (u)(3).
The FAA does not agree. The AD mandates the incorporation of the
RCC HPC into the module in accordance with SB PW4ENG 72-755 and
mandates any concurrent requirements of SB PW4ENG 72-755. The other
provisions of SB PW4ENG 72-755 may be done by any method, technique,
and practice that is either prescribed in the current manufacturer's
maintenance manual or Instructions for Continued Airworthiness or is
acceptable to the administrator. Thus, the final rule requires only
that after the effective date of that AD, the RCC rear HPC must have a
plasma spray abradable sealing surface, but does not mandate how that
surface must be applied. In this instance, the Chromalloy Georgia
procedures numbers 96 CGT 073-08 and 96 CGT 085-05 are acceptable
methods for applying plasma spray abradable material for this shroud
repair.
Accuracy of Economic Analysis
Two commenters question the accuracy of the economic analysis.
These commenters suggest that the NPRM's economic analysis understated
the required parts cost of approximately $119,500 per engine.
The FAA does not agree. The NPRM's economic analysis reflects the
average incremental cost of incorporating the RCC per engine during a
heavy maintenance HPC compressor shop visit. This is based on the cost
of the RCC hardware including the valve and harness changes, and
deducts the cost of the SCC overhaul. While the actual cost for an
engine may be higher or lower than the $119,500, based on variations
between the worldwide overhaul facilities to perform a SCC HPC overhaul
and variations of work done in-house by the operator, the FAA believes
its use of an average cost fairly estimates the economic burden of this
AD.
Typographical Error
Three commenters note a typographical error in proposed Table 1,
item 9 (Configuration I), where Service Bulletin ``PW4ENG 72-55''
should read ``PW4ENG 72-755''.
The FAA agrees, and has changed the final rule accordingly.
Clarifications
One commenter notes that in proposed paragraph (c) (1) the text of
CSN limits should be revised to read ``CSN or CST limits'', to
eliminate any possible confusion.
The FAA agrees and has changed the final rule accordingly.
One commenter suggests a wording change to proposed paragraph
(e)(3) and (e)(4) from ``remove from service'', to ``remove from
service or perform on-wing Testing-21''. The commenter states that this
change would highlight that on-wing Testing-21 is an option.
The FAA agrees and has changed the final rule accordingly.
Service Bulletin 72-749
One commenter requests that proposed paragraph (u)(2)(ii) include a
reference to PW SB PW4ENG 72-749, Revision 1, dated January 8, 2003,
since this SB incorporates the Haynes material HPC inner case rear hook
and HPC inner case mid hook.
The FAA agrees and has added a reference to PW SB PW4ENG 72-749,
dated June 2002, and Revision 1 of that SB, dated January 8, 2003, as
additional methods of compliance to this paragraph as well as paragraph
(u)(1)(ii) of the final rule.
Requirements Too Restrictive
Two commenters state that proposed paragraph (o)(2) is too
restrictive and will result in numerous requests for alternative
methods of compliance (AMOC). The commenters gave examples when the
flange between ``A'' and ``T'' can be separated, without disturbing the
gas path. These commenters request that the FAA remove the requirement
for Testing-21 on engines that, during a shop visit, have a flange
separation without disturbing the gas path hardware.
The FAA agrees. Paragraph (o)(2) of the final rule has been changed
to be less restrictive for engines in the shop that have had a flange
separation between ``A'' and ``T'' flanges by removing the Testing-21
requirement if, the engine is reassembled with the gas path-related
components remaining in the as-removed condition.
Remove Reference to Service Document
One commenter states that in paragraph (l)(2)(i) of the proposed
rule, the PW Clean, Inspect, and Repair (CIR) Manual 51A357, Section
72-35-68, Inspection/Check-04, Indexes 8-11, dated September 15, 2001,
or dated March 15, 2002, should have only used the March 15, 2002 date.
The FAA does not agree. The final rule retains the September 15,
2001, reference and adds CIR 72-35-68 Insp/Chk-04, Indexes 8-11, dated
December 15, 2002, as an additional method to inspect the HPC mid hook
and rear hook of the HPC inner case for wear.
Table 1 Serial Number Errors
One commenter states that proposed Table 1 has serial number errors
in the configuration designator ``G'' where the table identifies the
Phase 3, 1st Run Subpopulation Engines by model and serial numbers. The
serial numbers for the PW4052, PW4056, PW4060, PW4060A, PW4060C, and
PW4062 rating are incorrect. The commenter states that the correct
serial numbers should be SN 727732 through SN 728000 inclusive and SN
729001 through SN 729010 inclusive.
The FAA agrees and has changed the final rule accordingly.
[[Page 33846]]
Configuration Designator G Description
One commenter states that the description for configuration
designator G in Table 1 of the proposed rule, should be more specific
with respect to the Haynes material, and should reference PW4ENG 72-
714, dated June 27, 2000; or Revision 1, dated November 8, 2001; or
Chromalloy Florida Repair procedure 00CFL-039-0 dated December 27,
2000.
The FAA does not agree. Configuration G engines, listed by serial
number, are first run Phase 3 engines produced without Haynes material
in the HPC inner case rear hook. Since these engines specifically do
not have Haynes material HPC inner case rear hooks, the FAA does not
believe it is necessary to list out the PW SBs or Chromalloy Florida
Repair procedure. However the wording in the description has been
changed for clarification.
Include Future Revisions of Documents
One commenter requests that the FAA consider the practice of
referencing a document with a specified control date, inclusive of
future revisions in an effort to eliminate the errors to NPRMs and the
need to request AMOCs when the referenced material is subsequently
revised.
The FAA does not agree. The FAA cannot incorporate by reference a
document before that document has been published. Therefore, since each
revision to a SB is considered a separate document for purposes of
incorporation by reference, it is not legally possible for the FAA to
approve future revisions before they are published. The FAA will
continue to use the AMOC process to approve a later revision of an SB
or other service documents incorporated by reference in an AD as an
AMOC to the original SB.
Use Compressor Age to Control Ring Case Configuration Incorporation
One commenter feels it would be more appropriate for the AD to
control RCC incorporation based on compressor age, as opposed to a
specified date based on forecasted aircraft utilization.
The FAA does not agree. The compliance dates within the final rule
use the current average airplane and engine utilization rates for the
total fleet. If an operator has a utilization rate outside of this
average, the operator can use the AMOC process to seek relief. The risk
accumulation of the operator's fleet would be evaluated against the
risk model predictions of the total fleet.
Add Terminating Action for Engines Installed on Airbus Fleet
One commenter suggests that this final rule include the
incorporation of the RCC rear HPC as terminating action for engines
installed on the Airbus fleet.
The FAA does not agree. The FAA is currently evaluating proposals
for terminating actions for Airbus and McDonnell Douglas fleets. Once
those proposals are found to meet the airworthiness standards for both
engines and transport category aircraft, the FAA will incorporate those
terminating actions into this AD. The FAA believes, however, that the
current rule should be revised now in order to maintain the desired
level of safety based on the fleet-wide risk analysis.
Request to Add PW4062A Model to Applicability
One commenter states that the applicability section of the proposal
does not include the PW4062A model engine. Since this engine is
currently used on the Boeing 747-400F airplane and is subject to
takeoff power losses due to HPC surges, this commenter requests that
this model be included in the applicability section.
The FAA does not agree. The PW4062A engine model is intentionally
not added to the applicability section of this AD. The amended Type
Certificate adding the PW4062A model included as part of the PW4062A
design the interim measures applied to other engine models to address
this known high power surge issue. Those measures appear in the
Limitation Section of Chapter 5 in the PW4062A Engine Manual. The
terminating action for PW4062A model engines installed on Boeing
aircraft, the installation of a ring case compressor (RCC), will be
addressed in a separate AD that applies to the PW4062A model. The FAA
will consider adding the PW4062A engine model to this AD in the future
once terminating action is developed and approved for the Airbus and
McDonnell Douglas fleets.
Minimum Build Requirements Inadvertently Omitted
One commenter notes that proposed paragraph (m) does not include
the minimum build HPT/HPC mismatch requirement, or the incorporation of
SB PW4ENG 72-514, both previously mandated for the SCC HPC engines
installed on Boeing airplanes. This commenter points out that it is
feasible to have a SCC HPC engine enter the shop, have no work done to
the HPC, and be returned to a Boeing airplane. This commenter questions
whether these omissions were an oversight.
The FAA agrees that these omissions were an oversight. While the
HPC/HPT mismatch or SB PW4ENG 72-514 minimum build standard
requirements are not required for RCC HPC engines, the FAA intended
that these two requirements form part of the minimum build standard for
all SCC HPC engines, regardless of whether the engine is installed on
Boeing, Airbus or MD-11 airplanes. Therefore, the FAA revised paragraph
(m) of the final rule to include these two requirements for the SCC HPC
engines installed on the Boeing fleet.
AD Compliance Considered More Restrictive Than PW SB Compliance
One commenter states that the compliance of proposed paragraph (m),
which requires the ring case incorporation when the HPC module is
disassembled to a level that separates the HPC rear case assembly from
the HPC module at the H flange, is more restrictive than the PW SBs
compliance category 6. This commenter requests that paragraph (m)
define the compliance to be the same as a PW SB compliance category 6.
The FAA agrees. It was intended that the compliance for paragraph
(m) of the AD be equivalent to a PW SB compliance category 6.
Therefore, for clarification, the FAA has added the word ``fully'', to
paragraphs (m) and (u) of the final rule, to clarify that a fully
separated H flange from the HPC module is the same as PW SB compliance
category 6.
Request for Drawdown Time
One commenter requests that the FAA allow one or two months of
drawdown time from the effective date of the AD, for RCC incorporation.
The commenter asks that the FAA consider that some operators may not be
ready to do the incorporation by the time the AD is in effect.
The FAA does not agree. The final rule will not be effective until
30 days after publication, providing adequate time to prepare to comply
with this AD.
Request for Reduced Test Interval
One commenter asks the FAA to consider as an addition to proposed
paragraph (u)(2)(i) to allow two SCC HPC engines on an airplane after
January 31, 2007, provided that the Testing-21 interval be reduced in
half, to 400 hours-since-last-test. The commenter suggests that the
reduced interval can account for an additional SCC HPC engine
installation.
The FAA does not agree. Proposing two SCC HPC engines on-wing after
January 31, 2007, with a Testing-21
[[Page 33847]]
interval reduction by half, results in a dual engine group 3 surge risk
greater than the FAA proposal. Since the commenter's proposal does not
have an equivalent risk to the requirement of proposed (u)(2)(i), the
FAA has not made this change.
Additional Clarification
In addition, the FAA has added clarification to proposed paragraph
(f) to ensure that the intent of this AD is, after the effective date,
to allow only new Airbus operators to apply the initial categorization
criteria of proposed paragraphs (f)(1) through (f)(9). Those operators
who have complied with paragraph (f) in accordance with the current AD,
AD 2002-21-10, should not re-apply paragraphs (f)(1) through (f)(9) of
the final rule after the effective date of this AD.
Revised or Added Service Documents
Since the issuance of the NPRM, service documents PW SB PW4ENG 72-
714, Revision 2, dated February 28, 2003; PW SB PW4ENG 72-749, Revision
1, dated January 8, 2003; PW SB PW4ENG 72-755, Revision 2, dated May
23, 2003; PW CIR PN51357, Section 72-35-68, Inspection/Check-04, Index
8-11, dated December 15, 2002, and PW4000 EM 50A605, 71-00-00, Testing
21, dated June 15, 2003, and, have been issued as revisions to service
documents referenced in the proposed rule. The FAA has reviewed and
approved these documents, has added them to the appropriate compliance
paragraphs as additional methods of compliance, and has added them to
the list of documents that have been incorporated by reference.
Removal of a Service Document
The manufacturer has submitted data which supports removing from
the final rule CIR 51A357, Section 72-35-68, Repair-16, which is an HPC
inner rear case mid hook Greek Ascoloy weld repair. Currently, the
existing AD allows the repair of the HPC inner mid hook using either
Greek Ascoloy or Haynes material. Service Bulletin PW4ENG 72-749
replaces both the HPC inner rear case mid hook and inner case rear hook
with hooks made of Haynes material. There is evidence that indicates
that the best configuration for a SCC HPC inner rear case is to have
Haynes material mid and rear hooks. The FAA has reviewed the data, and
based on the incorporation of the RCC HPC modules, believes this
configuration has low impact on the fleet. Therefore, proposed
paragraph (l)(2)(i) has been revised to remove CIR 51A357, Section 72-
35-68, Repair-16.
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.
Regulatory Analysis
This final rule does not have federalism implications, as defined
in Executive Order 13132, because it would 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. Accordingly,
the FAA has not consulted with state authorities prior to publication
of this final rule.
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 the 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
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, Incorporation by
reference, Safety.
Adoption of the Amendment
0
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
0
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
0
2. Section 39.13 is amended by removing Amendment 39-12916 (67 FR
65484, October 25, 2002) and by adding a new airworthiness directive,
Amendment 39-13177, to read as follows:
2003-11-18 Pratt & Whitney: Amendment 39-13177. Docket No. 2000-NE-
47-AD. Supersedes AD 2002-21-10, Amendment 39-12916.
Applicability: This airworthiness directive (AD) is applicable
to Pratt & Whitney (PW) model PW4050, PW4052, PW4056, PW4060,
PW4060A, PW4060C, PW4062, PW4152, PW4156, PW4156A, PW4158, PW4160,
PW4460, PW4462, and PW4650 turbofan engines. These engines are
installed on, but not limited to, certain models of Airbus Industrie
A300, Airbus Industrie A310, Boeing 747, Boeing 767, and McDonnell
Douglas MD-11 series airplanes.
Note 1: 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 request approval for an
alternative method of compliance in accordance with paragraph (w) 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: Compliance with this AD is required as indicated,
unless already done.
To prevent engine takeoff power losses due to high-pressure-
compressor (HPC) surges, do the following:
(a) When complying with this AD, determine the configuration of
each engine on each airplane using the following Table 1:
Table 1.--Engine Configuration Listing
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Configuration Configuration designator Description
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(1) Phase 1 without high pressure turbine A...................................... Engines that did not
(HPT) 1st turbine vane cut back stator incorporate the Phase 3
(1TVCB). configuration at the time
they were originally
manufactured, or have not
been converted to Phase 3
configuration; and have not
incorporated HPT 1TVCB
using any Revision of
service bulletin (SB)
PW4ENG 72-514.
[[Page 33848]]
(2) Phase 1 with 1TVCB................... B...................................... Same as Configuration A
except that HPT 1TVCB has
been incorporated using any
Revision of SB PW4ENG 72-
514.
(3) Phase 3, 2nd Run..................... C...................................... Engines that incorporated
the Phase 3 configuration
at the time they were
originally manufactured, or
have been converted to the
Phase 3 configuration
during service; and that
have had at least one HPC
overhaul since new.
(4) Phase 3, 1st Run..................... D...................................... Same as Configuration C
except that the engine has
not had an HPC overhaul
since new, except those
engines that are defined as
Configuration Designator G.
(5) HPC Cutback Stator Configuration E...................................... Engines that currently
Engines. incorporate any Revision of
SBs PW4ENG 72-706, PW4ENG
72-704, or PW4ENG 72-711.
(6) Engines that have passed Testing-21.. F...................................... Engines which have
successfully passed Testing-
21 performed in accordance
with paragraph (i) or (j)
of this AD. Once an engine
has passed a Testing-21, it
will remain a Configuration
F engine until the HPC is
overhauled, or is replaced
with a new or overhauled
HPC.
(7) Phase 3, 1st Run Subpopulation G...................................... Engines that incorporated
Engines. These engines are identified by the Phase 3 configuration
model and serial numbers (SNs) as and did not incorporate
follows:. Haynes material HPC inner
case rear hook at the time
they were originally
manufactured, that were
built from August 29, 1997
up to the incorporation of
the HPC inner rear case
with Haynes material rear
hook at the original engine
manufacturer and have not
had an HPC overhaul since
new.
PW4152: SN 724942 through SN 724944 ............................
inclusive;
PW4158: SN 728518 through SN 728533 ............................
inclusive;
PW4052, PW4056, PW4060, PW4060A, PW4060C, ............................
PW4062: SN 727732 through SN 728000
inclusive and SN 729001 through SN
729010 inclusive;
PW4460, PW4462: SN 733813 through SN ............................
733840 inclusive.
(8) Engines from Configuration G that H...................................... Engines that have
have passed Testing-21. successfully passed Testing-
21 performed in accordance
with paragraph (i) or (j)
of this AD. Once an engine
has passed a Testing-21, it
will remain a Configuration
H engine until the HPC is
overhauled, or is replaced
with a new or overhauled
HPC.
(9) Engines installed on Boeing airplanes I...................................... Engines that have
with a build standard that incorporates incorporated PW SB PW4ENG
a ring case configuration (RCC) rear HPC. 72-755, Revision 2, dated
May 23, 2003, or have been
manufactured with an RCC
rear HPC.
----------------------------------------------------------------------------------------------------------------
Configuration E Engines Installed on Boeing 747, 767, and MD-11
Airplanes
(b) For Configuration E engines, do the following:
(1) Before further flight, limit the number of engines with
Configuration E as described in Table 1 of this AD, to one on each
airplane.
(2) Remove all engines with Configuration E from service before
accumulating 1,300 cycles-since-new (CSN) or cycles-since-conversion
(CSC) to Configuration E, whichever is later.
Configuration G and H Engines Installed on Boeing 747, 767, MD-11, and
Airbus A300 and A310 Airplanes
(c) For Configuration G and H engines installed on Boeing 747,
767, MD-11, and Airbus A300 and A310 airplanes, except as provided
in paragraph (b) of this AD:
(1) Before further flight, remove from service engines that
exceed the CSN or cycles-since-Testing-21 (CST) limits listed in the
following Table 2. Thereafter, ensure that no Configuration G or H
engines exceed the HPC CSN or CST limits listed in Table 2 of this
AD.
Table 2.--Configuration G and H Limits
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B767 PW4060
Configuration designator B747 PW4056 B767 PW4052 B767 PW4056 PW4060A PW4060C MD-11 PW4460 A300/310 PW4152
PW4062 PW4462 PW4156A PW4158
--------------------------------------------------------------------------------------------------------------------------------------------------------
G............................... 1,700 CSN......... 3,000 CSN......... 2,100 CSN......... 1,350 CSN......... 1,150 CSN......... 2,800 CSN
H............................... 600 CST........... 600 CST........... 600 CST........... 600 CST........... 600 CST........... 600 CST
--------------------------------------------------------------------------------------------------------------------------------------------------------
(2) Prior to return to service and installed on Boeing 747 and
767 airplanes, Configuration G and H engines must meet the
requirements of paragraph (j) of this AD.
(3) Prior to return to service and installed on Airbus or
McDonnell Douglas airplanes, Configuration G or H engines must meet
the requirements of paragraph (i) of this AD.
Engines Installed on Boeing 767 and MD-11 Airplanes
(d) For engines installed on Boeing 767 and MD-11 airplanes,
except as provided in paragraph (b) and (c) of this AD:
(1) Before further flight, limit the number of engines that
exceed the HPC CSN, HPC cycles-since-overhaul (CSO), or HPC CST
limits in Table 3 of this AD, to no more than one engine per
airplane. Thereafter, ensure that no more than one engine per
airplane
[[Page 33849]]
exceeds the HPC CSN, CSO, or CST limit in Table 3 of this AD.
(2) Prior to return to service and installed on MD-11 airplanes,
engines must meet the requirements of paragraph (i) of this AD.
(3) Prior to return to service and installed on Boeing 767
airplanes, engines must meet the requirements of paragraph (j) of
this AD.
Engines Installed on Boeing 747 Airplanes
(e) Except as provided in paragraph (b) and (c) of this AD,
before further flight, and thereafter, manage the engine
configurations installed on Boeing 747 airplanes as follows:
(1) Limit the number of Configuration A, B, C, or E engines that
exceed the HPC CSN or HPC CSO limits listed in Table 3 of this AD,
to not more than one engine per airplane. Table 3 follows:
Table 3.--Engine Limits for Boeing Airplanes
--------------------------------------------------------------------------------------------------------------------------------------------------------
B767 PW4060
Configuration designator B747 PW4056 B767 PW4052 B767 PW4056 PW4060A PW4060C MD-11 PW4460
PW4062 PW4462
--------------------------------------------------------------------------------------------------------------------------------------
A............................... 1,400 CSN or CSO... 3,000 CSN or CSO... 1,600 CSN or CSO.. 900 CSN or CSO.... 800 CSN or CSO
B............................... 2,100 CSN or CSO... 4,400 CSN or CSO... 2,800 CSN or CSO.. 2,000 CSN or CSO.. 1,200 CSN or CSO
C............................... 2,100 CSO.......... 4,400 CSO.......... 2,800 CSO......... 2,000 CSO......... 1,300 CSO
D............................... 2,600 CSN.......... 4,400 CSN.......... 3,000 CSN......... 2,200 CSN......... 2,000 CSN
E............................... 750 CSN or CSO..... 750 CSN or CSO..... 750 CSN or CSO.... 750 CSN or CSO.... 750 CSN or CSO
F............................... 800 CST............ 800 CST............ 800 CST........... 800 CST........... 800 CST
--------------------------------------------------------------------------------------------------------------------------------------------------------
(2) The single Configuration A, B, C, or E engine per airplane
that exceeds the HPC CSN or CSO limits listed in Table 3 of this AD,
must be limited to 2,600 HPC CSN or CSO for Configuration A, B, or C
engines, or 1,300 HPC CSN or CSC to Configuration E, whichever is
later, for Configuration E engines.
(3) Remove from service or perform on-wing Testing-21 in
accordance with paragraph (j)(3) for Configuration D engines, before
accumulating 2,600 CSN.
(4) Remove from service or perform on-wing Testing-21 in
accordance with paragraph (j)(3) for Configuration F engines, before
accumulating 800 CST.
(5) Prior to return to service and installed on Boeing
airplanes, Configuration A, B, C, D, and F engines must meet the
requirements of paragraph (j) of this AD.
Engines Installed on Airbus A300 and A310 Airplanes
(f) For Airbus operators that began operation of their A300
fleet after the effective date of this AD, use paragraphs (f)(1)
through (f)(9) to determine which Airbus A300 PW4158 engine category
1, 2, or 3 limits of the following Table 4 of this AD apply to your
engine fleet. For Airbus operators that have been in operation
before the effective date of this AD, use your PW4158 engine
category classification previously determined for your fleet and
continue to apply the A300 PW 4158 Category limits in Table 4 of
this AD, to your fleet.
Table 4.--Engine Limits for Airbus Airplanes
----------------------------------------------------------------------------------------------------------------
A300 PW4158 Category
Configuration designator 1, and A310 PW4156 and A300 PW4158 Category A300 PW4158 Category 3
PW4156A 2, and A310 PW4152
----------------------------------------------------------------------------------------------------------------
A.................................... 900 CSN or CSO......... 1,850 CSN or CSO....... 500 CSN or CSO
B.................................... 2,200 CSN or CSO....... 4,400 CSN or CSO....... 1,600 CSN or CSO
C.................................... 2,200 CSO.............. 4,400 CSO.............. 1,600 CSO
D.................................... 4,400 CSN.............. 4,400 CSN.............. 4,400 CSN
E.................................... Not Applicable......... Not Applicable......... Not Applicable
F.................................... 800 CST................ 800 CST................ 800 CST
----------------------------------------------------------------------------------------------------------------
(1) Determine the number of Group 3 takeoff surges experienced
by engines in your fleet before April 13, 2001. Count surge events
for engines that had an HPC overhaul and incorporated either SB PW
4ENG 72-484 or SB PW4ENG 72-575 at the time of overhaul. Do not
count surge events for engines that did not have the HPC overhauled
(i.e. 1st run engine) or had the HPC overhauled but did not
incorporate either SB PW4ENG 72-484 or SB PW4ENG 72-575. See
paragraph (v)(5) of this AD for a definition of a Group 3 takeoff
surge.
(2) Determine the number of cumulative HPC CSO accrued by
engines in your fleet before April 13, 2001. Count HPC CSO for
engines that had an HPC overhaul and incorporated either SB PW4ENG
72-484 or SB PW4ENG 72-575 at the time of overhaul. Do not count HPC
CSO accrued on your engines while operating outside your fleet.
(3) Calculate the surge rate by dividing the number of Group 3
takeoff surges determined in paragraph (f)(1) of this AD, by the
number of cumulative HPC CSO determined in paragraph (f)(2) of this
AD, and then multiply by 1,000.
(4) If the surge rate calculated in paragraph (f)(3) of this AD
is less than 0.005, go to paragraph (f)(5) of this AD. If the surge
rate calculated in paragraph (f)(3) of this AD is greater than or
equal to 0.005, go to paragraph (f)(6) of this AD.
(5) If the cumulative HPC CSO determined in paragraph (f)(2) of
this AD is greater than or equal to 200,000 cycles, use A300 PW4158
Category 2 limits of Table 4 of this AD. If less than 200,000
cycles, go to paragraph (f)(7) of this AD.
(6) If the surge rate calculated in paragraph (f)(3) of this AD
is greater than 0.035, use A300 PW 4158 Category 3 limits of Table 4
of this AD. If less than or equal to 0.035, go to paragraph (f)(7)
of this AD.
(7) Determine the percent of takeoffs with greater than a 1.45
Takeoff engine pressure ratio (EPR) data for engines operating in
your fleet. Count takeoffs from a random sample of at least 700
airplane takeoffs that has occurred over at least a 3-month time
period, for a period beginning no earlier than 23 months prior to
the effective date of this AD. See paragraph (v)(6) of this AD for
definition of Takeoff EPR data.
(8) If there is insufficient data to satisfy the criteria of
paragraph (f)(7) of this AD, use A300 PW4158 Category 3 limits of
Table 4 of this AD.
(9) If the percentage of takeoffs with greater than a 1.45
Takeoff EPR data determined in paragraph (f)(7) of this AD is
greater than 31%, use A300 PW 4158 Category 3 limits listed in Table
4 of this AD. If the percentage of takeoffs with greater than a 1.45
Takeoff EPR data determined in paragraph (f)(7) of this AD is less
than or equal to 31%, use A300 PW 4158 Category 1 limits listed in
Table 4 of this AD.
(g) For engines installed on Airbus A300 or A310 airplanes,
except as provided in paragraph (c) of this AD, before further
flight, limit the number of engines that exceed the
[[Page 33850]]
CSN, CSO, or CST limits listed in Table 4 of this AD, to no more
than one engine per airplane. Thereafter, ensure that no more than
one engine per airplane exceeds the HPC CSN, CSO, or CST limits
listed in Table 4 of this AD. See paragraph (i) of this AD for
return to service requirements.
(h) For Airbus A300 PW4158 engine operators, except those
operators whose engine fleets are determined to be Category 3
classification based on surge rate in accordance with paragraph
(f)(6) of this AD, re-evaluate your fleet category within 6 months
from the last evaluation, and thereafter, at intervals not to exceed
6 months, using the following criteria:
(1) For operators whose engine fleets are initially classified
as Category 1 or 3 in accordance with paragraph (f) of this AD,
determine the percent of takeoffs with greater than a 1.45 Takeoff
EPR data for engines operating in your fleet. Count takeoffs from a
sample of at least 200 takeoffs that occurred over the most recent
six month time period since the last categorization was determined,
or the total number of takeoffs accumulated over 6 months if less
than 200 takeoffs. See paragraph (v)(6) of this AD for definition of
takeoff EPR data.
(i) If there is insufficient data to satisfy the criteria of
paragraph (h)(1) of this AD, use A300 PW4158 Category 3 limits
listed in Table 4 of this AD.
(ii) If the percentage of takeoffs with greater than a 1.45
Takeoff EPR data determined in paragraph (h)(1) of this AD is
greater than 31%, use A300 PW4158 Category 3 limits listed in Table
4 of this AD.
(iii) If the percentage of takeoffs with greater than a 1.45
Takeoff EPR data determined in paragraph (h)(1) of this AD is less
than or equal to 31%, use A300 PW4158 Category 1 limits listed in
Table 4 of this AD.
(2) For operators whose engine fleets are initially classified
as Category 2 in accordance with paragraph (f) of this AD, determine
the percent of takeoffs with greater than a 1.45 Takeoff EPR data
for engines operating in your fleet. Count takeoffs from a sample of
at least 200 takeoffs that occurred over the most recent six month
time period since the last categorization was determined, or the
total number of takeoffs accumulated over 6 months if less than 200
takeoffs. See paragraph (v)(6) of this AD for definition of takeoff
EPR data.
(i) If there is insufficient data to satisfy the criteria of
paragraph (h)(2) of this AD, use A300 PW4158 Category 3 limits
listed in Table 4 of this AD.
(ii) If the percentage of takeoffs with greater than a 1.45
Takeoff EPR data determined in paragraph (h)(2) of this AD is
greater than 37%, use A300 PW4158 Category 3 limits listed in Table
4 of this AD.
(iii) If the percentage of takeoffs with greater than a 1.45
Takeoff EPR data determined in paragraph (h)(2) of this AD is
greater than or equal to 21% and less than or equal to 37%, use A300
PW4158 Category 1 limits listed in Table 4 of this AD.
(iv) If the percentage of takeoffs with greater than a 1.45
Takeoff EPR data determined in paragraph (h)(2) of this AD is less
than 21%, use A300 PW4158 Category 2 limits listed in Table 4 of
this AD.
Return to Service Requirements for Engines To Be Installed on Airbus or
McDonnell Douglas Airplanes
(i) Engines removed from service in accordance with paragraph
(c), (d), or (g) of this AD may be returned to service and installed
on Airbus or McDonnell Douglas airplanes under the following
conditions:
(1) After passing a cool-engine fuel spike stability test
(Testing-21) that has been done in accordance with one of the
following PW4000 Engine Manuals (EM) as applicable, except for
engines configured with Configuration E, or engines that have
experienced a Group 3 takeoff surge:
(i) PW4000 EM 50A443, 71-00-00, TESTING-21, dated March 15,
2002.
(ii) PW4000 EM 50A822, 71-00-00, TESTING-21, dated March 15,
2002.
(2) Engines tested before the effective date of this AD, in
accordance with PW4000 EM 50A443, 71-00-00, Testing-21, dated
November 14, 2001; or PW4000 EM 50A822, 71-00-00, TESTING-21, dated
November 14, 2001; or PW4000 EM 50A443, Temporary Revision No. 71-
0026, dated November 14, 2001; or PW4000 EM 50A822, Temporary
Revision No. 71-0018, dated November 14, 2001; or PW Internal
Engineering Notice (IEN) 96KC973D, dated October 12, 2001, meet the
requirements of TESTING-21; or
(3) After passing an on-wing Testing-21 on PW4460 and PW4462
engines installed on the MD-11 airplanes that has been done in
accordance with Major IEN 02KCW13H, dated December 9, 2002 or done
prior to the approval of Major IEN 02KCW13H, dated December 9, 2002
in accordance with Minor IEN 02KCW13F, dated October 14, 2002 except
for engines configured with Configuration E, or engines that have
experienced a Group 3 takeoff surge; or
(4) The engine HPC was replaced with an HPC that is new from
production with no time in service; or
(5) The engine HPC has been overhauled, or the engine HPC
replaced with an overhauled HPC with zero cycles since overhaul; or
(6) An engine that is either below or exceeds the limits of
Table 3 or Table 4 of this AD may be removed and installed on
another airplane without Testing-21, as long as the requirements of
paragraph (c), (d), or (g) of this AD are met at the time of engine
installation.
Return to Service Requirements for Engines To Be Installed on Boeing
747 or 767 Airplanes
(j) Engines removed from service in accordance with paragraph
(c), (d), or (e) of this AD may be returned to service and installed
on Boeing airplanes under the following conditions:
(1) After passing a cool-engine fuel spike stability test
(Testing-21) that has been done in accordance with PW4000 EM 50A605,
71-00-00, Testing-21, dated June 15, 2003, except for engines
configured with Configuration E, or engines that have experienced a
Group 3 takeoff surge; or
(2) Engines tested before the effective date of this AD, in
accordance with PW4000 EM 50A605, 71-00-00, Testing-21, dated March
15, 2002; or PW IEN 96KC973D, dated October 12, 2001; or PW4000 EM
50A605, Temporary Revision No. 71-0035, dated November 14, 2001 meet
the requirements of Testing-21; or
(3) For PW4056 engines installed on Boeing 747 airplane, after
successfully completing on-wing Testing-21 in accordance with Major
IEN 02KCW13E, dated November 21, 2002 or if done prior to the
approval of Major IEN 02KCW13E dated November 21, 2002 in accordance
with Minor IENs 02KCW13, dated October 14, 2002, 02KCW13A, dated
October 14, 2002, 02KCW13C, dated July 25, 2002, or 02KCW13D, July
29, 2002 except for engines configured with Configuration E, or
engines that have experienced a Group 3 takeoff surge; or
(4) An engine that is either below or exceeds the limits of
Table 3 or Table 4 of this AD may be removed and installed on
another airplane without Testing-21, as long as the requirements of
paragraph (c), (d), or (e) of this AD are met at the time of engine
installation.
(5) Engine has incorporated the RCC rear HPC in accordance with
PW SB PW4ENG 72-755, Revision 2, dated May 23, 2003. Completing this
SB changes the engine configuration to Configuration I.
Phase 0 or Phase 1, FB2T or FB2B Fan Blade Configurations
(k) For Configuration A, B, C, D, E, F, G, and H engines with
Phase 0 or Phase 1, FB2T or FB2B fan blade configurations complying
with the requirements of AD 2001-09-05, (66 FR 22908, May 5, 2001),
AD 2001-09-10, (66 FR 21853, May 2, 2001), or AD 2001-01-10, (66 FR
6449, January 22, 2001), do the following:
(1) Operators complying with the ADs listed in paragraph (k) of
this AD using the weight restriction compliance method, must perform
Testing-21 in accordance with paragraph (i) or (j) of this AD
whenever any quantity of fan blades are replaced with new fan
blades, overhauled fan blades, or with fan blades having the leading
edges recontoured after the effective date of this AD, if during the
shop visit the HPC is not overhauled and separation of a major
engine flange, located between ``A'' flange and ``T'' flange, does
not occur.
(2) If an operator changes from the weight restriction
compliance method to the fan blade leading edge recontouring method
after the effective date of this AD, testing-21 in accordance with
paragraph (i) or (j) of this AD is required each time fan blade
leading edge recontouring is done, if the fan blades accumulate more
than 450 cycles since new or since fan blade overhaul, or since the
last time the fan blade leading edges were recontoured.
Minimum Build Standard For Engines Installed on Airbus and McDonnell
Douglas Airplanes
(l) Use the following minimum build standards for engines to be
returned to service and installed on Airbus and McDonnell Douglas
airplanes:
(1) After the effective date of this AD, do not install an
engine with HPC and HPT modules where the CSO of the HPC is 1,500
[[Page 33851]]
cycles or greater than the CSN or CSO of the HPT.
(2) For any engine that undergoes an HPC overhaul after the
effective date of this AD:
(i) Inspect the HPC mid hook and rear hook of the HPC inner case
for wear in accordance with PW Clean, Inspect and Repair (CIR)
Manual PN 51A357, Section 72-35-68 Inspection/Check-04, Indexes 8-
11, dated December 15, 2002, or March 15, 2002, or September 15,
2001. If the HPC rear hook is worn beyond serviceable limits,
replace the HPC inner case rear hook with an improved durability
hook in accordance with PW SB PW4ENG 72-714, Revision 1, dated
November 8, 2001, or Revision 2, dated February 28, 2003; or
Chromalloy Florida Repair Procedure 00 CFL-039-0, dated December 27,
2000. If the HPC inner case mid hook is worn beyond serviceable
limits, repair the HPC inner case mid hook in accordance with PW SB
PW4ENG 72-749, dated June 17, 2002, or Revision 1, dated January 8,
2003; or Chromalloy Florida Repair Procedure 02 CFL-024-0, dated
September 15, 2002.
(ii) After the effective date of this AD, any engine that
undergoes an HPC overhaul may not be returned to service unless it
meets the build standard of PW SB PW4ENG 72-484, PW4ENG 72-486,
PW4ENG 72-514, and PW4ENG 72-575. Engines that incorporate the Phase
3 configuration already meet the build standard defined by PW SB
PW4ENG 72-514.
(3) After the effective date of this AD, any engine that
undergoes separation of the HPC and HPT modules must not be
installed on an airplane unless it meets the build standard of PW SB
PW4ENG 72-514. Engines that incorporate the Phase 3 configuration
already meet the build standard defined by PW SB PW4ENG 72-514.
Minimum Build Standard for Engines Installed on Boeing 747 and 767
Airplanes
(m) For engines to be returned to service and installed on
Boeing 747 and 767 airplanes, after the effective date of this AD:
(1) Any SCC HPC module that is disassembled to a level that
fully separates the HPC rear case assembly at H flange from the HPC
module may not be returned to service unless the RCC rear HPC is
incorporated in accordance with PW SB PW4ENG 72-755, Revision 2,
dated May 23, 2003. Any SCC HPC module that is not disassembled in
accordance with (m)(1), must meet the following minimum build
standard:
(i) Do not install an engine with HPC and HPT modules where the
CSO of the HPC is 1,500 cycles or more than the CSN or CSO of the
HPT.
(ii) Any engine that undergoes separation of the HPC and HPT
modules must not be installed on an airplane unless it meets the
build standard defined by PW SB PW4ENG 72-514. Engines that
incorporate the Phase 3 configuration meet the build standard
defined by PW SB PW4ENG 72-514.
Stability Testing Requirements for Engines To Be Installed on Airbus or
McDonnell Douglas Airplanes
(n) For engines to be installed on Airbus or McDonnell Douglas
airplanes, after the effective date of this AD, Testing-21 must be
performed in accordance with paragraph (i) of this AD, before an
engine can be returned to service after having undergone maintenance
in the shop, except under any of the following conditions:
(1) The engine HPC was overhauled, or replaced with an
overhauled HPC with zero cycles since overhaul; or the engine HPC
was replaced with an HPC that is new from production with no time in
service, or
(2) Engine maintenance intended to maintain the airworthiness of
the engine between planned shop visits, that requires separation of
a major engine flange located between ``A'' flange and ``T'' flange,
that results in the engine being reassembled with all gas path-
related components remaining in the as-removed condition, or
(3) Engines with an HPC having zero CSN or CSO, or engines that
successfully passed Testing-21 with zero CST; and are split at
Flange E for transportation reasons as specified in the applicable
Storage/Transport section of the applicable Engine Manual.
Stability Testing Requirements for Engines To Be Installed on Boeing
747 or 767 Airplanes
(o) For engines to be installed on Boeing 747 or 767 airplanes,
after the effective date of this AD, Testing-21 must be performed in
accordance with paragraph (j) of this AD, before an engine can be
returned to service after having undergone maintenance in the shop,
except under any of the following conditions:
(1) Engine HPC has incorporated the RCC rear HPC in accordance
with PW SB PW4ENG 72-755, Revision 2, dated May 23, 2003. Completing
this SB changes the engine configuration to Configuration I; or
(2) Engine maintenance intended to maintain the airworthiness of
the engine between planned shop visits, that requires separation of
a major engine flange located between ``A'' flange and ``T'' flange,
that results in the engine being reassembled with all gas path-
related components remaining in the as-removed condition; or
(3) Engines that successfully passed Testing-21 with zero CST,
and are split at Flange E for transportation reasons as specified in
the applicable Storage/Transport section of the applicable EM.
Thrust Rating Changes, Installation Changes, and Engine Transfers
(p) When a thrust rating change has been made by using the
Electronic Engine Control (EEC) programming plug, or an installation
change has been made during an HPC overhaul, use the lowest cyclic
limit of Table 3 or Table 4 of this AD, associated with any engine
thrust rating change or with any installation change made during
this period. See paragraph (v)(2) for definition of HPC overhaul
period.
(q) When a PW4158 engine is transferred to another PW4158 engine
operator whose engine fleet has a different category, use the lowest
cyclic limit in Table 4 of this AD that was used or will be used
during the affected HPC overhaul period.
(r) When a PW4158 engine operator whose engine fleet changes
category in accordance with paragraph (h) of this AD, use the lowest
cyclic limits in Table 4 of this AD that were used or will be used
during the affected HPC overhaul period.
(s) Engines with an HPC having zero CSN or CSO at the time of
thrust rating change, or installation change, or engine transfer
between PW4158 engine operators, or subsequent change in operator
engine fleet category in accordance with paragraph (h) of this AD in
the direction of lower to higher Table 4 limits, are exempt from the
lowest cyclic limit requirement in paragraphs (p), (q), and (r) of
this AD.
Engines That Surge
(t) For engines that experience a surge, and after
troubleshooting procedures are completed for airplane-level surge
during forward or reverse thrust, do the following:
(1) For engines that experience a Group 3 takeoff surge, remove
the engine from service before further flight and for engines that
will be installed on Airbus or McDonnell Douglas airplanes, perform
an HPC overhaul; or for engines that will be installed on Boeing
airplanes, incorporate the RRC rear HPC in accordance with PW SB
PW4ENG 72-755, Revision 2, dated May 23, 2003.
(2) For any engine that experiences a forward or reverse thrust
surge at EPR's greater than 1.25 that is not a Group 3 takeoff
surge, do the following:
(i) For Configuration A, B, C, D, F, G, and H engines, remove
engine from service within 25 CIS or before further flight if
airplane-level troubleshooting procedures require immediate engine
removal, and perform Testing-21 in accordance with paragraph (i) or
(j) of this AD, as applicable.
(ii) For Configuration E engines, remove engine from service
within 25 CIS or before further flight if airplane-level
troubleshooting procedures require immediate engine removal.
(3) Paragraphs (t)(1) and (t)(2) are not applicable to engines
that incorporate the RCC rear HPC in accordance with PW SB PW4ENG
72-755, Revision 2, dated May 23, 2003.
Terminating Action for Boeing Airplanes
(u) For Boeing operators with PW4000 engines installed on Boeing
747 or Boeing 767 airplanes, modify the engine HPC assembly by
incorporating the RCC rear HPC in accordance with PW SB PW4ENG 72-
755, Revision 2, dated May 23, 2003 as follows:
(1) For engines installed on Boeing 767 airplanes, manage the
engine configuration installed on the airplanes in your fleet as
follows:
(i) By May 31, 2006 and thereafter, ensure that at least one
Configuration I engine is installed on the airplane.
(ii) After May 31, 2006, the non-Configuration I engine (SCC HPC
module) installed on the airplane must have incorporated the Haynes
material in the HPC inner case rear hook during the original engine
build or during an HPC overhaul in accordance with PW4ENG 72-714,
Revision 1, dated November 8, 2001, or Revision 2, dated February
28, 2003; or SB PW4ENG 72-749, dated June 17, 2002, or Revision 1,
dated January 8, 2003; or Chromalloy Florida
[[Page 33852]]
Repair procedure 00CFL-039-0, dated December 27, 2000.
(2) For engines installed on Boeing 747 airplanes, manage the
engine configuration installed on the airplanes in your fleet as
follows:
(i) By January 31, 2007 and thereafter, ensure that no more than
one non-Configuration I engine is installed on the airplane.
(ii) After January 31, 2007, the non-Configuration I engine
installed on the airplane must have incorporated the Haynes-material
in the HPC inner case rear hook during the original build or during
an HPC overhaul in accordance with SB PW4ENG 72-714, dated June 27,
2000, or Revision 1, dated November 8, 2001, or Revision 2, dated
February 28, 2003; or SB PW4ENG 72-749, dated June 17, 2002, or
Revision 1, dated January 8, 2003; or Chromalloy Florida Repair
procedure 00CFL-039-0, dated December 27, 2000.
(3) Prior to June 30, 2009 or whenever the HPC module is
disassembled to a level that fully separates the HPC rear case
assembly at H flange from the HPC module, whichever occurs first,
incorporate the RCC rear HPC in accordance with PW SB PW4ENG 72-755,
Revision 2, dated May 23, 2003. Engines incorporating the RCC rear
HPC are Configuration I engines. See paragraph (v)(7) for definition
of HPC rear case assembly.
(4) Incorporation of the RCC rear HPC constitutes terminating
action to the Testing-21 requirements as specified in paragraph (o)
of this AD, and engine stagger limit requirements as specified in
paragraphs (c), (d), and (e) of this AD for engines installed on
Boeing airplanes.
Note 2: Terminating action to this AD for engines installed on
Airbus and McDonnell Douglas airplanes is pending RCC rear HPC
certification to 14 CFR part 25. Once approved, this AD will be
superseded to add terminating action requirements for the Airbus and
McDonnell Douglas fleets.
Definitions
(v) For the purposes of this AD, the following definitions
apply:
(1) An HPC overhaul is defined as restoration of the HPC stages
5 through 15 blade tip clearances to the limits specified in the
applicable fits and clearances section of the engine manual.
(2) An HPC overhaul period is defined as the time period between
HPC overhauls.
(3) An HPT overhaul is defined as restoration of the HPT stage 1
and 2 blade tip clearances to the limits specified in the applicable
fits and clearances section of the engine manual.
(4) A Phase 3 engine is identified by a (-3) suffix after the
engine model number on the data plate if incorporated at original
manufacture, or a ``CN'' suffix after the engine serial number if
the engine was converted using PW SBs PW4ENG 72-490, PW4ENG 72-504,
or PW4ENG 72-572 after original manufacture.
(5) A Group 3 takeoff surge is defined as the occurrence of any
of the following engine symptoms that usually occur in combination
during an attempted airplane takeoff operation (either at reduced,
derated or full rated takeoff power setting) after takeoff power
set, which can be attributed to no specific and correctable fault
condition after completing airplane-level surge during forward
thrust troubleshooting procedures:
(i) Engine noises, including rumblings and loud ``bang(s).''
(ii) Unstable engine parameters (EPR, N1, N2, and fuel flow) at
a fixed thrust setting.
(iii) Exhaust gas temperature (EGT) increase.
(iv) Flames from the inlet, the exhaust, or both.
(6) Takeoff EPR data is defined as Maximum Takeoff EPR if
takeoff with Takeoff-Go-Around (TOGA) is selected or Flex Takeoff
EPR if takeoff with Flex Takeoff (FLXTO) is selected. Maximum
Takeoff EPR or Flex Takeoff EPR may be recorded using any of the
following methods:
(i) Manually recorded by the flight crew read from the Takeoff
EPR power management table during flight preparation (see Aircraft
Flight Manual (AFM) chapter 5.02.00 and 6.02.01, or Flight Crew
Operation Manual (FCOM) chapter 2.09.20) and then adjusted by adding
0.010 to the EPR value recorded; or
(ii) Automatically recorded during Takeoff at 0.18 Mach Number
(Mn) (between 0.15 and 0.20 Mn is acceptable) using an aircraft
automatic data recording system and then adjusted by subtracting
0.010 from the EPR value recorded; or
(iii) Automatically recorded during takeoff at maximum EGT,
which typically occurs at 0.25-0.30 Mn, using an aircraft automatic
data recording system.
(7) HPC rear case assembly is defined as the HPC rear case with
heat shields and other minor detail parts installed within the HPC
rear case, but not including the HPC rear segmented stators.
Alternative Methods of Compliance
(w) 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 (ECO).
Operators must submit their request through an appropriate FAA
Principal Maintenance Inspector, who may add comments and then send
it to the Manager, ECO.
Note 3: Information concerning the existence of approved
alternative methods of compliance with this AD, if any, may be
obtained from the ECO.
Special Flight Permits and Testing-21 Reports
(x) Special flight permits may be issued in accordance with
Sec. Sec. 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 done. Within 60 days of test
date, report the results of the cool-engine fuel spike stability
assessment tests (Testing-21) and on-wing Testing-21 to the ANE-142
Branch Manager, Engine Certification Office, 12 New England
Executive Park, Burlington, MA 01803-5299, or by electronic mail to
9-ane-surge-ad-reporting@faa.gov. Reporting requirements have been
approved by the Office of Management and Budget and assigned OMB
control number 2120-0056. Be sure to include the following
information:
(1) Engine serial number.
(2) Engine configuration designation per Table 1 of this AD.
(3) Date of the cool-engine fuel spike stability test or on-wing
Testing-21, as applicable.
(4) HPC Serial Number, and HPC time and cycles-since-new and
since-compressor-overhaul at the time of the test.
(5) Results of the test (Pass or Fail).
Documents That Have Been Incorporated By Reference
(y) The actions must be done in accordance with the following
Pratt and Whitney (PW) service bulletin (SB), Internal Engineering
Notice (IEN), Temporary Revisions, (TR's), Clean, Inspection, and
Repair Manual (CIR) repair procedures, engine manual (EM) sections,
and Chromalloy Florida Repair Procedure:
----------------------------------------------------------------------------------------------------------------
Document No. Pages Revision Date
----------------------------------------------------------------------------------------------------------------
PW SB PW4ENG72-714............... 1-2...................... 1....................... Nov. 8, 2001.
3........................ Original................ Jun. 27, 2000.
4........................ 1....................... Nov. 8, 2001.
5-12..................... Original................ Jun. 27, 2000.
Total pages: 12 ........................
PW SB PW4ENG72-714............... All...................... 2....................... Feb. 28, 2003.
Total pages: 14 ........................
PW SB PW4ENG72-749............. All...................... Original................ Jun. 17, 2002.
Total pages: 14 ........................
PW SB PW4ENG72-749............... 1........................ 1....................... Jan. 8, 2003.
2-4...................... Original................ Jun. 17, 2002.
5-7...................... 1....................... Jan. 8, 2003.
8........................ Original................ Jun. 17, 2002.
9-10..................... 1....................... Jan. 8, 2003.
[[Page 33853]]
11....................... Original................ Jun. 17, 2002.
12-14.................... 1....................... Jan. 8, 2003.
Total pages: 14 ........................
PW SB PW4ENG72-755............... 1........................ 2....................... May 23, 2003.
2-37..................... 1....................... Apr. 8, 2003.
38-39.................... 2....................... May 23, 2003.
40-54.................... 1....................... Apr. 8, 2003.
55....................... 2....................... May 23, 2003.
56-152................... 1....................... Apr. 8, 2003.
153...................... 2....................... May 23, 2003.
154-166.................. 1....................... Apr. 8, 2003.
167-171.................. 2....................... May 23, 2003.
172-179.................. 1....................... Apr. 8, 2003.
180-183.................. 2....................... May 23, 2003.
184-195.................. 1....................... Apr. 8, 2003.
196...................... 2....................... May 23, 2003.
197-233.................. 1....................... Apr. 8, 2003.
234...................... 2....................... May 23, 2003.
235-287.................. 1....................... Apr. 8, 2003.
Total pages: 287 ........................
PW IEN 96KC973D.................. All...................... Original................ Oct. 12, 2001.
Total pages: 19 ........................
PW TR 71-0018.................... All...................... Original................ Nov. 14, 2001.
Total pages: 24 ........................
PW TR 71-0026.................... All...................... Original................ Nov. 14, 2001.
Total pages: 24 ........................
PW TR 71-0035.................... All...................... Original................ Nov. 14, 2001.
Total pages: 24 ........................
PW CIR 51A357, Section 72-35-68, All...................... Original................ Sep. 15, 2001.
Inspection/Check-04, Indexes 8-
11..
Total pages: 5 ........................
PW CIR 51A357, Section 72-35-68, All...................... N/A..................... Mar. 15, 2002.
Inspection/Check-04, Indexes 8-
11..
Total pages: 5 ........................
PW CIR 51A357, Section 72-35-68, All...................... N/A..................... Dec. 15, 2002.
Inspection/Check-04, Indexes 8-
11..
Total pages: 10 ........................
PW4000 EM 50A443, 71-00-00, All...................... Original................ Mar. 15, 2002.
TESTING-21.
Total pages: 20 ........................
PW4000 EM 50A605, 71-00-00, All...................... Original................ Mar. 15, 2002.
TESTING-21.
Total pages: 20 ........................
PW4000 EM 50A605, 71-00-00, 1-7...................... Original................ Mar. 15, 2002.
TESTING-21.
8-25..................... N/A..................... Jun. 15, 2003.
Total pages: 25 ........................
PW4000 EM 50A822, 71-00-00, All...................... Original................ Mar. 15, 2002.
TESTING-21.
Total pages: 20 ........................
Chromalloy Florida Repair ........................
Procedure, 00 CFL-039-0
Summary.......................... 1-3...................... Original................ Dec. 27, 2000.
Insp/chk-01...................... 801...................... Original................ Dec. 27, 2000.
Repair-01........................ 901-903.................. Original................ Dec. 27, 2000.
Total pages: 7 ........................
Chromalloy Florida Repair ........................
Procedure, 02 CFL-024-0
Summary.......................... 1-5...................... Original................ Sep. 15, 2002.
Inspection....................... 801-802.................. Original................ Sep. 15, 2002.
Repair........................... 901-906.................. Original................ Sep. 15, 2002.
Total pages: 13 ........................
----------------------------------------------------------------------------------------------------------------
The incorporation by reference of IEN 96KC973D, dated October 12,
2001; TR 71-0018, TR 71-0026, and TR 71-0035, all dated November 14,
2001; and CIR 51A357, Section 72-35-68, Inspection/Check-04, Indexes
8-11, dated September 15, 2001 was approved by the Director of the
Federal Register as of January 17, 2002 (67 FR 1, January 2, 2002).
The incorporation by reference of SB PW4ENG 72-714, Revision 1,
dated November 8, 2001, SB PW4ENG 72-749, dated June 17, 2002; EM
50A443, Section 71-00-00, Testing-21, EM 50A822, Section 71-00-00,
Testing-21, EM 50A605, and Section 71-00-00, Testing-21, all dated
March 15, 2002; Chromalloy Florida Repair Procedure, 00 CFL-039-0,
dated December 27, 2000; and Chromalloy Florida Repair Procedure, 02
CFL-024-0, dated September 15, 2002; was approved by the Director of
the Federal Register as of November 12, 2002 (67 FR 65484, October
25, 2002). The incorporation by reference of SB PW4ENG 72-714,
Revision 2, February 28, 2003, SB PW4ENG 72-755, Revision 2, dated
May 23, 2003; SB PW4ENG 72-749, Revision 1, dated January 8, 2003;
SB PW4ENG 72-714, Revision 2, dated February 28, 2003; CIR 51A357,
Section 72-35-68, Inspection/Check-04, Indexes 8-11, dated March 15,
2002; and dated December 15, 2002; and EM 50A605, Section 71-00-00,
Testing-21, dated June 15, 2003, was approved by the Director of the
Federal Register on June 23, 2003, in accordance with 5 U.S.C.
552(a) and 1 CFR part 51. PW document copies may be obtained from
Pratt and Whitney, 400 Main St., East Hartford, CT 06108; telephone
(860) 565-6600; fax (860) 565-4503. Chromalloy Florida document
copies may be obtained from Chromalloy Florida, 630 Anchors St.,
NW., Walton Beach, FL 32548; telephone (850) 244-7684; fax (850)
244-6322. Copies may be inspected 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.
Effective Date
(z) This amendment becomes effective on July 7, 2003.
[[Page 33854]]
Issued in Burlington, Massachusetts, on May 28, 2003.
Francis A. Favara,
Acting Manager, Engine and Propeller Directorate, Aircraft
Certification Service.
[FR Doc. 03-13782 Filed 6-5-03; 8:45 am]
BILLING CODE 4910-13-P