Airworthiness Directives; Pratt & Whitney JT8D-200 Series Turbofan Engines, 60211-60214 [05-20501]
Download as PDF
<![CDATA[
Federal Register / Vol. 70, No. 199 / Monday, October 17, 2005 / Rules and Regulations
Note 3: MDHI Maintenance Manual CSP–
HMI–2, Section 20–30–00 Main Rotor Blade
Painting pertains to the subject of this AD.
This section of the maintenance manual
recommends painting the inboard 24 inches
(not to be exceeded) of the blade gloss white
to aid in detecting a crack; and if this is done,
painting all blades alike and rebalancing
them.
Note 4: TEs are used only to establish an
additional inspection interval and not to
establish an alternative retirement life.
(d) To request a different method of
compliance or a different compliance time
for this AD, follow the procedures in 14 CFR
39.19. Contact the Los Angeles Aircraft
Certification Office, Transport Airplane
Directorate, for information about previously
approved alternative methods of compliance.
Note 5: Complying with the inspection
procedures in the Accomplishment
Instructions, paragraphs 2.B.(2). and 2.B.(3).,
of MD Helicopter Inc. Service Bulletin (SB)
SB369H–245R2, SB369E–095R2, SB500N–
023R2, SB369D–201R2, SB369F–079R2,
SB600N–031R2, dated February 4, 2004,
constitutes an approved alternative method
of conducting the inspection required by
paragraph (b) of this AD.
Note 6: Complying with the Inspection
Instructions procedures in paragraphs 2 and
3 of HTC Mandatory SB, Notice No. 2100–
3R3, dated January 5, 2004, constitutes an
approved alternative method of conducting
the inspection required by paragraph (b) of
this AD.
(e) This amendment becomes effective on
November 1, 2005.
Issued in Fort Worth, Texas, on October 7,
2005.
David A. Downey,
Manager, Rotorcraft Directorate, Aircraft
Certification Service.
[FR Doc. 05–20678 Filed 10–14–05; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 96–ANE–35–AD; Amendment
39–14339; AD 2005–21–01]
RIN 2120–AA64
Airworthiness Directives; Pratt &
Whitney JT8D–200 Series Turbofan
Engines
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
SUMMARY: This amendment supersedes
an existing airworthiness directive (AD)
that applies to Pratt & Whitney (PW)
JT8D–200 series turbofan engines. That
AD currently requires installing and
periodically inspecting individual or
sets of certain part number (P/N)
VerDate Aug<31>2005
14:06 Oct 14, 2005
Jkt 208001
temperature indicators on the No. 4 and
5 bearing compartment scavenge oil
tube and performance of any necessary
corrective action. This AD requires
installing and periodically inspecting
two temperature indicators on all PW
JT8D–200 series turbofan engines,
including those incorporating high
pressure turbine (HPT) containment
hardware. This AD results from five
uncontained HPT shaft failures. We are
issuing this AD to prevent oil fires and
the resulting fracture of the HPT shaft
which can result in uncontained release
of engine fragments; engine fire; inflight engine shutdown; and possible
airplane damage.
DATES: This AD becomes effective
November 21, 2005. The Director of the
Federal Register approved the
incorporation by reference of certain
publications listed in the regulations as
of November 21, 2005.
ADDRESSES: You can get the service
information identified in this AD from
Pratt & Whitney, 400 Main St., East
Hartford, CT 06108; telephone (860)
565–7700, fax (860) 565–1605.
You may examine the AD docket at
the FAA, New England Region, Office of
the Regional Counsel, 12 New England
Executive Park, Burlington, MA. You
may examine the service information, at
the FAA, New England Region, Office of
the Regional Counsel, 12 New England
Executive Park, Burlington, MA.
FOR FURTHER INFORMATION CONTACT:
Keith Lardie, Aerospace Engineer,
Engine Certification Office, FAA, Engine
and Propeller Directorate, 12 New
England Executive Park, Burlington, MA
01803–5299; telephone (781) 238–7189,
fax (781) 238–7199.
SUPPLEMENTARY INFORMATION: The FAA
proposed to amend 14 CFR part 39 by
superseding AD 97–19–13, Amendment
39–10134 (62 FR 49135, September 19,
1997). The proposed AD applies to PW
JT8D–200 series turbofan engines. We
published the proposed AD in the
Federal Register on September 29, 2004
(69 FR 58099). That action proposed to
require installing and periodically
inspecting two P/N 810486 temperature
indicators on all PW JT8D–200 series
turbofan engines, including those
incorporating HPT containment
hardware. Thirteen HPT shaft fractures
resulted in five uncontained HPT shaft
failures. The HPT shafts fractured
through the No. 41⁄2 oil return holes due
to oil fires within the No. 4 and 5
bearing compartment.
Examining the AD Docket
You may examine the AD Docket
(including any comments and service
information), by appointment, between
PO 00000
Frm 00009
Fmt 4700
Sfmt 4700
60211
8 a.m. and 4:30 p.m., Monday through
Friday, except Federal holidays. See
ADDRESSES for the location.
Comments
We provided the public the
opportunity to participate in the
development of this AD. We have
considered the comments received.
Concerns Over Considering the Engine
Unserviceable
Four commenters state that an engine
should not be considered unserviceable
and the engine removed from service if
both temperature indicators are missing.
The commenters state that we should
allow installing new temperature
indicators followed by a ground
diagnostic test before further flight.
One of those commenters states that
considering the engine unserviceable
imposes an undue hardship on
operators. If one of the indicators is
missing, PW Alert Service Bulletin
(ASB) No. JT8D A5944 requires that the
engine be tested using specific
instructions to determine its
serviceability and the engine be
dispositioned accordingly. The theory
used for one indicator missing is that
the serviceability of the engine is now
questionable and the engine must be
proven serviceable before it can be
returned to service. The commenter
further states that any time engine
serviceability is in question, it must be
proven and cannot be assumed.
Requiring operators to remove the
engine from service, simply because
both of the indicators are missing, forces
operators into a position without
recourse. The commenter further states
that this is the same condition already
covered when one indicator is missing.
The procedure to determine
serviceability for both indicators
missing should follow the procedure for
one indicator missing but with minor
changes.
We agree. We have changed the
compliance section of the AD to allow
a ground diagnostic test before further
flight if both temperature indicators are
missing.
AD Instructions Not Clear
One commenter states that the AD
instructions for a missing indicator are
not clear. The instructions for one
indicator missing assume that the
missing indicator has a red window that
has turned black. The commenter asks
if the yellow window of the missing
indicator should be assumed to be
normal color or black. The condition of
the remaining indicator would make a
difference as to whether a diagnostic
E:\FR\FM\17OCR1.SGM
17OCR1
60212
Federal Register / Vol. 70, No. 199 / Monday, October 17, 2005 / Rules and Regulations
test may be run or if the engine must be
removed.
We agree. PW supplied better
instructions in Revision 5 to PW ASB
No. JT8D A5944, which we incorporated
by reference. For troubleshooting
purposes, any missing temperature
indicator is assumed to have the same
indication as the remaining temperature
indicator. Therefore, the results of the
visual inspection of the one remaining
temperature indicator should be
doubled. This should minimize operator
impact due to false indications.
false indication, a ground diagnostic test
should be allowed to return the engine
to service.
We partially agree. In most cases,
operators will be unable to show that
the source of black windows seen
during a visual inspection is indicator
contamination or hot air impingement.
Operators must follow all of the
manufacturer’s instructions for
installation of temperature indicators to
minimize false indications.
Follow-Up Inspection Requirements
Too Restrictive
One commenter states the follow-up
inspection requirements for certain
conditions are too restrictive. In the
cases where the proposed requirements
state to check the temperature indicators
following every flight should be eased to
require a check of the temperature
indicators once a day. The commenter
feels that the economic burden of
checking the indicators following every
flight outweighs the risk.
We disagree. An indicator with a
black window probably is a sign of an
impending problem with the engine.
The typical progression for the indicator
windows to change from normal tan
color to black is as follows: One yellow,
two yellow, or two yellow with one or
two red windows. Any combination
other than this progression is not
expected and would signal that the
reliability of the engine is in question.
For example, if both red windows,
which are rated about 50 degrees
Fahrenheit hotter than the yellow
windows, have turned black, but none
of the yellow windows have turned
black, a problem may exist with the
indicator installation, or hot air might
be impinging from a stuck carbon seal.
A ground diagnostic test cannot
accurately reproduce the symptom of a
stuck carbon seal. In one case following
an indication of one yellow window and
one red window turned black, a shaft
fracture occurred only two cycles after
a visual inspection, despite engine
diagnostic test and other
troubleshooting. This type of failure will
occur quickly, which is why intensive
inspections are required.
Two commenters disagree with the
last two dispositions in the table for
Visual Inspection of Dual Window
Indications, in Alert Service Bulletin
(ASB) No. A5944, Revision 4, dated
April 8, 2004. Those dispositions state
to remove the engine, whereas the other
dispositions in the table allow for
troubleshooting the engine on-wing. The
commenter states that troubleshooting
for false indications should be also
allowed for these two dispositions. Hot
air impingement could be more likely
due to close proximity to sources of
contamination and would lead to false
indications. The commenter did not
supply any data or field experience to
support the concern.
We disagree. The new mandatory
sealing instructions for the temperature
indicators will prevent most false
indications. An indicator combination
of two yellow windows turned black
with at least one red window turned
black is not more likely a result of
contamination due to hot air
impingement than any other situation
involving indicators showing at least
one black window. If one properly
installs the temperature indicators, the
last two dispositions involving
temperature indicators with black
windows probably are a sign of a
significant engine problem. Since
uncontained HPT shaft fractures
continue to occur, a more conservative
approach is necessary to prevent their
future occurrence.
Use of Dual-Window Temperature
Indicators
One commenter agrees with the
proposed AD that dual-window
temperature indicators should be used
and sealed to minimize false
indications. The commenter further
states that in a situation where hot air
impingement or indicator
contamination is determined to cause a
VerDate Aug<31>2005
14:06 Oct 14, 2005
Jkt 208001
Troubleshooting On-Wing
Use of an Immersion Thermocouple
One commenter feels that an
immersion thermocouple should be
allowed for all situations in which a
window of a temperature indicator has
turned black.
We disagree. An immersion
thermocouple provides a more accurate
reading of temperature. However, an
immersion thermocouple can only be
used during ground diagnostic tests and
may not help detect in-flight issues that
cannot be reproduced on the ground,
such as a stuck carbon seal. We did not
change the AD.
PO 00000
Frm 00010
Fmt 4700
Sfmt 4700
Alert Service Bulletin Is Too Precise
One commenter states that paragraph
1.B of the Accomplishment Instructions
of PW ASB No. A5944, Revision 4,
dated April 8, 2004, is too precise for
otherwise inaccurate temperature
indicator measurements. The
commenter states that the ASB requires
diagnostic tests in intervals from before
further flight to 10, 20, or 25 hours or
cycles.
We disagree. We used past failure
event field data to establish diagnostic
testing intervals. Temperature
indicators, although they do not provide
an absolute temperature indication, are
an effective method of determining the
health of the scavenge system. Requiring
a full ground diagnostic test every 65
hours would be an unnecessary
economic burden for the operators.
Therefore, for different indicator
conditions, depending on the severity of
the indications, different follow-on
testing requirements are appropriate.
Concerns With ASB Instructions
One commenter states that the ASB
instructions for manufacture of the
thermocouple are inaccurate and
incomplete in some areas, and too
detailed in other areas. The instructions
specify too long a thermocouple and
provide no sealing instructions to
prevent oil from leaking past the
thermocouple. The instructions also are
so detailed for drilling the chip detector,
that the operator is left few other
options. The commenter further states
that PW should not mandate the brand
of thermocouple. The commenter feels
that operators should be given the intent
of the design specifications for installing
a thermocouple, and be given flexibility
to choose their own installation based
on these requirements.
We agree. PW has revised the
instructions for the thermocouple,
which are in ASB No. JT8D A5944,
Revision 5, dated October 3, 2005.
Equivalent Parts
One commenter states that the use of
equivalent parts to temperature
indicator, PW P/N 810486, should be
permitted. A parts manufacturer
approval (PMA)-equivalent, P/N 3641, is
available. The commenter also requests
that the AD wording be changed so that
it does not imply that the OEM is the
only supplier of an approved
temperature indicator for this AD.
We partially agree. PMA parts are
acceptable. But presently only one,
PMA P/N 3641, is available as a
substitute for PW P/N 810486. We
changed the AD to include this PMAequivalent.
E:\FR\FM\17OCR1.SGM
17OCR1
Federal Register / Vol. 70, No. 199 / Monday, October 17, 2005 / Rules and Regulations
Other Changes to the Compliance
Section for Clarification
Several commenters suggest that the
Compliance section is unclear. We agree
that it could be clearer. We changed the
Compliance section to clarify the
procedures.
Conclusion
We have carefully reviewed the
available data, including the comments
received, and determined that air safety
and the public interest require adopting
the AD with the changes described
previously. We have determined that
these changes will neither increase the
economic burden on any operator nor
increase the scope of the AD.
Costs of Compliance
There are about 2,345 PW JT8D–200
series turbofan engines of the affected
design in the worldwide fleet. We
estimate that 1,143 engines installed on
airplanes of U.S. registry would be
affected by this AD. We also estimate
that it would take about 1 work hour per
engine to perform the actions, and that
the average labor rate is $65 per work
hour. Required parts would cost about
$37 per engine. Based on these figures,
we estimate the total cost of the AD to
U.S. operators to be $116,586.
Authority for This Rulemaking
Title 49 of the United States Code
specifies the FAA’s authority to issue
rules on aviation safety. Subtitle I,
Section 106, describes the authority of
the FAA Administrator. Subtitle VII,
Aviation Programs, describes in more
detail the scope of the Agency’s
authority.
We are issuing this rulemaking under
the authority described in Subtitle VII,
Part A, Subpart III, Section 44701,
‘‘General requirements.’’ Under that
section, Congress charges the FAA with
promoting safe flight of civil aircraft in
air commerce by prescribing regulations
for practices, methods, and procedures
the Administrator finds necessary for
safety in air commerce. This regulation
is within the scope of that authority
because it addresses an unsafe condition
that is likely to exist or develop on
products identified in this rulemaking
action.
Regulatory Findings
We have determined that this AD will
not have federalism implications under
Executive Order 13132. This AD will
not have a substantial direct effect on
the States, on the relationship between
the National Government and the States,
or on the distribution of power and
responsibilities among the various
levels of government.
VerDate Aug<31>2005
14:06 Oct 14, 2005
Jkt 208001
For the reasons discussed above, I
certify that this AD:
(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.
We prepared a summary of the costs
to comply with this AD and placed it in
the AD Docket. You may get a copy of
this summary by sending a request to us
at the address listed under ADDRESSES.
Include ‘‘AD Docket No. 96–ANE–35–
AD’’ in your request.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
Adoption of the Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the Federal Aviation Administration
amends 14 CFR part 39 as follows:
I
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
I
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The FAA amends § 39.13 by
removing Amendment 39–10134 (62 FR
49135, September 19, 1997) and by
adding the following new airworthiness
directive:
I
2005–21–01 Pratt & Whitney: Amendment
39–14339. Docket No. 96–ANE–35–AD.
Effective Date
(a) This airworthiness directive (AD)
becomes effective November 21, 2005.
Affected ADs
(b) This AD supersedes AD 97–19–13,
Amendment 39–10134.
Applicability
(c) This AD applies to Pratt & Whitney
(PW) JT8D–200 series turbofan engines.
These engines are installed on, but not
limited to, McDonnell Douglas MD–80 series
and Boeing 727 series airplanes.
Unsafe Condition
(d) This AD results from five uncontained
high pressure turbine (HPT) shaft failures out
of thirteen HPT shaft fractures due to oil fires
in the No. 4 and 5 bearing compartments. We
are issuing this AD to prevent oil fires;
fracture of the HPT shaft which can result in
uncontained release of engine fragments;
engine fire; in-flight engine shutdown; and
possible airplane damage.
PO 00000
Frm 00011
Fmt 4700
Sfmt 4700
60213
Compliance
(e) You are responsible for having the
actions required by this AD performed within
the compliance times specified unless the
actions have already been done.
Installation of the Dual-Window
Temperature Indicators
(f) Install two dual-window temperature
indicators on the No. 4 bearing compartment
scavenge oil tubes of PW JT8D–200 series
turbofan engines within 90 days after the
effective date of this AD.
(1) Use paragraph 1.A. of the
Accomplishment Instructions of PW Alert
Service Bulletin (ASB) No. JT8D A5944,
Revision 5, dated October 3, 2005, to install
the temperature indicators.
(2) The use of part manufacturer approval
(PMA)-equivalent temperature indicators,
P/N 3641, made by Telatemp Corporation, is
acceptable.
Initial Visual Inspection of the Dual-Window
Temperature Indicators
(g) Perform initial visual inspection of the
dual-window temperature indicators
installed in paragraph (f) of this AD within
65 hours time-in-service (TIS) since
installation.
(h) If the color of any temperature indicator
window has turned black, perform
troubleshooting, diagnostic testing, and
corrective action as required, using paragraph
1.B. of the Accomplishment Instructions of
PW ASB No. JT8D A5944, Revision 5, dated
October 3, 2005.
(i) If any temperature indicators are
missing:
(1) If one temperature indicator is missing,
inspect the remaining temperature indicator
and perform troubleshooting, diagnostic
testing, and corrective action as required,
using Paragraph B.2. of the Accomplishment
Instructions of PW ASB No. JT8D A5944,
Revision 5, dated October 3, 2005.
(2) If both temperature indicators are
missing:
(i) Perform troubleshooting, diagnostic
testing, and corrective action as required,
using Figure 2 of the Accomplishment
Instructions of PW ASB No. JT8D A5944,
Revision 5, dated October 3, 2005.
(ii) Perform both engine diagnostic tests as
specified in Figure 3 and Figure 4 of the
Accomplishment Instructions of PW ASB No.
JT8D 5944, Revision 5, dated October 3,
2005.
(iii) If the engine fails the diagnostic tests
for red indicators, do not perform the test for
yellow indicators. Remove the engine from
service.
(3) If the test results show an oil
overtemperature condition, remove the
engine from service.
(4) If the test results show no oil
overtemperature condition:
(i) Replace any temperature indicator that
has turned black as specified in paragraph (h)
of this AD; and
(ii) Replace any temperature indicator that
is missing as specified in paragraph (i) of this
AD; and
(iii) Return the engine to service, and
inspect as specified in paragraph (g) of this
AD.
E:\FR\FM\17OCR1.SGM
17OCR1
60214
Federal Register / Vol. 70, No. 199 / Monday, October 17, 2005 / Rules and Regulations
Repetitive Visual Inspection of the DualWindow Temperature Indicators
(j) Perform repetitive visual inspections of
the dual-window temperature indicators
installed in paragraph (f) of this AD within
65 hours TIS since-last-inspection. Use
paragraph (h) of this AD to inspect the
temperature indicators.
Requirements for Thermocouple Installation
for On-Wing Diagnostic Test
(k) The requirements for thermocouple
installation are listed in Appendix B of PW
ASB No. JT8D A5944, Revision 5, dated
October 3, 2005.
On-Wing Diagnostic Test Information
(l) To perform the on-wing diagnostics test,
use Appendix C of PW ASB No. JT8D A5944,
Revision 5, dated October 3, 2005.
Material Incorporated by Reference
(m) You must use Pratt & Whitney Alert
Service Bulletin No. JT8D A5944, Revision 5,
dated October 3, 2005, to perform the
inspections and tests required by this AD.
The Director of the Federal Register approved
the incorporation by reference of this service
bulletin in accordance with 5 U.S.C. 552(a)
and 1 CFR part 51. You can get a copy from
Pratt & Whitney, 400 Main St., East Hartford,
CT 06108; telephone (860) 565–7700, fax
(860) 565–1605. You can review copies at the
FAA, New England Region, Office of the
Regional Counsel, 12 New England Executive
Park, Burlington, MA; or at the National
Archives and Records Administration
(NARA). For information on the availability
of this material at NARA, call 202–741–6030,
or go to: https://www.archives.gov/federalregister/cfr/ibr-locations.html.
Related Information
(n) None.
Issued in Burlington, Massachusetts, on
October 3, 2005.
Francis A. Favara,
Acting Manager, Engine and Propeller
Directorate, Aircraft Certification Service.
[FR Doc. 05–20501 Filed 10–14–05; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF THE TREASURY
Internal Revenue Service
26 CFR Part 801
[TD 9227]
RIN 1545–BE46
Balanced System for Measuring
Organizational and Employee
Performance Within the Internal
Revenue Service
Internal Revenue Service (IRS),
Treasury.
ACTION: Final and temporary
regulations.
AGENCY:
SUMMARY: This document contains final
and temporary regulations relating to
VerDate Aug<31>2005
14:06 Oct 14, 2005
Jkt 208001
the balanced system for measuring
organizational and employee
performance within the IRS. The
temporary regulations prospectively
amend the existing final regulations in
26 CFR part 801 to clarify when
quantity measures, which are not tax
enforcement results, may be used in
measuring organizational and employee
performance. The portions of this
document that are final regulations
provide necessary cross-references to
the temporary regulations. These
regulations affect internal operations of
the IRS and the systems it employs to
evaluate the performance of
organizations within the IRS. The text of
the temporary regulations also serves as
the text of proposed regulations set forth
in the Proposed Rules section in this
issue of the Federal Register.
DATES: Effective Date: These regulations
are effective on October 17, 2005.
Applicability Date: For dates of
applicability, see §§ 801.7 and 801.8T.
FOR FURTHER INFORMATION CONTACT: Neil
Worden, (202) 283–7900 (not a toll-free
number).
SUPPLEMENTARY INFORMATION:
Background
This document amends final
regulations in 26 CFR part 801 (the
Final Regulations) that implement the
Balanced System for Measuring
Organizational and Employee
Performance within the IRS. The Final
Regulations were published in the
Federal Register on August 6, 1999 (64
FR 42834–42837). The Final Regulations
emanated from section 1201 of the
Internal Revenue Service Restructuring
and Reform Act of 1998, Public Law
105–206, 112 Stat. 685, 713 (1998) (the
Act), which required the IRS to establish
a performance management system for
those employees covered by 5 U.S.C.
4302 that, among other things,
establishes ‘‘goals or objectives for
individual, group, or organizational
performance (or any combination
thereof), consistent with the IRS’
performance planning procedures,
including those established under the
Government Performance and Results
Act of 1993, division E of the ClingerCohen Act of 1966 * * *, Revenue
Procedure 64–22 * * *, and taxpayer
service surveys.’’ Section 1201 further
required the IRS to use ‘‘such goals and
objectives to make performance
distinctions among employees or groups
of employees,’’ and to use ‘‘performance
assessments as a basis for granting
employee awards, adjusting an
employee’s rate of basic pay, and other
appropriate personnel actions * * *.’’
PO 00000
Frm 00012
Fmt 4700
Sfmt 4700
In addition, section 1201 of the Act
required that the IRS performance
management system comply with
section 1204, which prohibits the use of
‘‘records of tax enforcement results’’
(ROTERs) in the evaluation of IRS
employees or to suggest or impose
production goals for such employees.
Section 1204, however, does not
prohibit the use of quantity measures in
evaluating organizational and employee
performance. The temporary regulations
in this document amend the existing
regulations in part 801 to clarify when
quantity measures may be used in
measuring organizational and employee
performance.
Explanation of Provisions
The final regulations provide
guidance and direction for the
establishment of a balanced
performance measurement system for
the IRS. The three elements of this
balanced measurement system are (1)
customer satisfaction measures, (2)
employee satisfaction measures and (3)
business results measures. These
organizational measures may be used to
evaluate the performance of, or to
impose or suggest production goals for,
any organizational unit.
The temporary regulations contained
in this document relate primarily to the
business results measures. Business
results are measured through quality
measures and quantity measures.
Quality measures are based on reviews
of a statistically valid sample of cases
handled by certain organizational units
such as examination, collection and
Automated Collection System units. The
quality review of other work units is
determined according to criteria
established by the Commissioner or his
delegate.
The IRS and Treasury Department
have determined that the provisions of
the existing part 801 regulations that
limit the use of quantity measures in
evaluating organizational units and
imposing or suggesting production goals
for employees restrict the IRS’ ability to
monitor program performance and track
effectiveness of operations, and have
caused confusion as to what types of
data or measures may be discussed
between managers and employees and
reflected in manager and employee
goals. These temporary regulations
remove the limitations on the use of
quantity measures in evaluating the
performance of, or imposing or
suggesting goals for organizational units.
These temporary regulations also
remove the limitations on the use of
quantity measures to impose or suggest
goals for employees. The regulations
continue to provide that performance
E:\FR\FM\17OCR1.SGM
17OCR1
]]>Agencies
[Federal Register Volume 70, Number 199 (Monday, October 17, 2005)]
[Rules and Regulations]
[Pages 60211-60214]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 05-20501]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 96-ANE-35-AD; Amendment 39-14339; AD 2005-21-01]
RIN 2120-AA64
Airworthiness Directives; Pratt & Whitney JT8D-200 Series
Turbofan Engines
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: This amendment supersedes an existing airworthiness directive
(AD) that applies to Pratt & Whitney (PW) JT8D-200 series turbofan
engines. That AD currently requires installing and periodically
inspecting individual or sets of certain part number (P/N) temperature
indicators on the No. 4 and 5 bearing compartment scavenge oil tube and
performance of any necessary corrective action. This AD requires
installing and periodically inspecting two temperature indicators on
all PW JT8D-200 series turbofan engines, including those incorporating
high pressure turbine (HPT) containment hardware. This AD results from
five uncontained HPT shaft failures. We are issuing this AD to prevent
oil fires and the resulting fracture of the HPT shaft which can result
in uncontained release of engine fragments; engine fire; in-flight
engine shutdown; and possible airplane damage.
DATES: This AD becomes effective November 21, 2005. The Director of the
Federal Register approved the incorporation by reference of certain
publications listed in the regulations as of November 21, 2005.
ADDRESSES: You can get the service information identified in this AD
from Pratt & Whitney, 400 Main St., East Hartford, CT 06108; telephone
(860) 565-7700, fax (860) 565-1605.
You may examine the AD docket at the FAA, New England Region,
Office of the Regional Counsel, 12 New England Executive Park,
Burlington, MA. You may examine the service information, at the FAA,
New England Region, Office of the Regional Counsel, 12 New England
Executive Park, Burlington, MA.
FOR FURTHER INFORMATION CONTACT: Keith Lardie, Aerospace Engineer,
Engine Certification Office, FAA, Engine and Propeller Directorate, 12
New England Executive Park, Burlington, MA 01803-5299; telephone (781)
238-7189, fax (781) 238-7199.
SUPPLEMENTARY INFORMATION: The FAA proposed to amend 14 CFR part 39 by
superseding AD 97-19-13, Amendment 39-10134 (62 FR 49135, September 19,
1997). The proposed AD applies to PW JT8D-200 series turbofan engines.
We published the proposed AD in the Federal Register on September 29,
2004 (69 FR 58099). That action proposed to require installing and
periodically inspecting two P/N 810486 temperature indicators on all PW
JT8D-200 series turbofan engines, including those incorporating HPT
containment hardware. Thirteen HPT shaft fractures resulted in five
uncontained HPT shaft failures. The HPT shafts fractured through the
No. 4\1/2\ oil return holes due to oil fires within the No. 4 and 5
bearing compartment.
Examining the AD Docket
You may examine the AD Docket (including any comments and service
information), by appointment, between 8 a.m. and 4:30 p.m., Monday
through Friday, except Federal holidays. See ADDRESSES for the
location.
Comments
We provided the public the opportunity to participate in the
development of this AD. We have considered the comments received.
Concerns Over Considering the Engine Unserviceable
Four commenters state that an engine should not be considered
unserviceable and the engine removed from service if both temperature
indicators are missing. The commenters state that we should allow
installing new temperature indicators followed by a ground diagnostic
test before further flight.
One of those commenters states that considering the engine
unserviceable imposes an undue hardship on operators. If one of the
indicators is missing, PW Alert Service Bulletin (ASB) No. JT8D A5944
requires that the engine be tested using specific instructions to
determine its serviceability and the engine be dispositioned
accordingly. The theory used for one indicator missing is that the
serviceability of the engine is now questionable and the engine must be
proven serviceable before it can be returned to service. The commenter
further states that any time engine serviceability is in question, it
must be proven and cannot be assumed. Requiring operators to remove the
engine from service, simply because both of the indicators are missing,
forces operators into a position without recourse. The commenter
further states that this is the same condition already covered when one
indicator is missing. The procedure to determine serviceability for
both indicators missing should follow the procedure for one indicator
missing but with minor changes.
We agree. We have changed the compliance section of the AD to allow
a ground diagnostic test before further flight if both temperature
indicators are missing.
AD Instructions Not Clear
One commenter states that the AD instructions for a missing
indicator are not clear. The instructions for one indicator missing
assume that the missing indicator has a red window that has turned
black. The commenter asks if the yellow window of the missing indicator
should be assumed to be normal color or black. The condition of the
remaining indicator would make a difference as to whether a diagnostic
[[Page 60212]]
test may be run or if the engine must be removed.
We agree. PW supplied better instructions in Revision 5 to PW ASB
No. JT8D A5944, which we incorporated by reference. For troubleshooting
purposes, any missing temperature indicator is assumed to have the same
indication as the remaining temperature indicator. Therefore, the
results of the visual inspection of the one remaining temperature
indicator should be doubled. This should minimize operator impact due
to false indications.
Follow-Up Inspection Requirements Too Restrictive
One commenter states the follow-up inspection requirements for
certain conditions are too restrictive. In the cases where the proposed
requirements state to check the temperature indicators following every
flight should be eased to require a check of the temperature indicators
once a day. The commenter feels that the economic burden of checking
the indicators following every flight outweighs the risk.
We disagree. An indicator with a black window probably is a sign of
an impending problem with the engine. The typical progression for the
indicator windows to change from normal tan color to black is as
follows: One yellow, two yellow, or two yellow with one or two red
windows. Any combination other than this progression is not expected
and would signal that the reliability of the engine is in question. For
example, if both red windows, which are rated about 50 degrees
Fahrenheit hotter than the yellow windows, have turned black, but none
of the yellow windows have turned black, a problem may exist with the
indicator installation, or hot air might be impinging from a stuck
carbon seal. A ground diagnostic test cannot accurately reproduce the
symptom of a stuck carbon seal. In one case following an indication of
one yellow window and one red window turned black, a shaft fracture
occurred only two cycles after a visual inspection, despite engine
diagnostic test and other troubleshooting. This type of failure will
occur quickly, which is why intensive inspections are required.
Use of Dual-Window Temperature Indicators
One commenter agrees with the proposed AD that dual-window
temperature indicators should be used and sealed to minimize false
indications. The commenter further states that in a situation where hot
air impingement or indicator contamination is determined to cause a
false indication, a ground diagnostic test should be allowed to return
the engine to service.
We partially agree. In most cases, operators will be unable to show
that the source of black windows seen during a visual inspection is
indicator contamination or hot air impingement. Operators must follow
all of the manufacturer's instructions for installation of temperature
indicators to minimize false indications.
Troubleshooting On-Wing
Two commenters disagree with the last two dispositions in the table
for Visual Inspection of Dual Window Indications, in Alert Service
Bulletin (ASB) No. A5944, Revision 4, dated April 8, 2004. Those
dispositions state to remove the engine, whereas the other dispositions
in the table allow for troubleshooting the engine on-wing. The
commenter states that troubleshooting for false indications should be
also allowed for these two dispositions. Hot air impingement could be
more likely due to close proximity to sources of contamination and
would lead to false indications. The commenter did not supply any data
or field experience to support the concern.
We disagree. The new mandatory sealing instructions for the
temperature indicators will prevent most false indications. An
indicator combination of two yellow windows turned black with at least
one red window turned black is not more likely a result of
contamination due to hot air impingement than any other situation
involving indicators showing at least one black window. If one properly
installs the temperature indicators, the last two dispositions
involving temperature indicators with black windows probably are a sign
of a significant engine problem. Since uncontained HPT shaft fractures
continue to occur, a more conservative approach is necessary to prevent
their future occurrence.
Use of an Immersion Thermocouple
One commenter feels that an immersion thermocouple should be
allowed for all situations in which a window of a temperature indicator
has turned black.
We disagree. An immersion thermocouple provides a more accurate
reading of temperature. However, an immersion thermocouple can only be
used during ground diagnostic tests and may not help detect in-flight
issues that cannot be reproduced on the ground, such as a stuck carbon
seal. We did not change the AD.
Alert Service Bulletin Is Too Precise
One commenter states that paragraph 1.B of the Accomplishment
Instructions of PW ASB No. A5944, Revision 4, dated April 8, 2004, is
too precise for otherwise inaccurate temperature indicator
measurements. The commenter states that the ASB requires diagnostic
tests in intervals from before further flight to 10, 20, or 25 hours or
cycles.
We disagree. We used past failure event field data to establish
diagnostic testing intervals. Temperature indicators, although they do
not provide an absolute temperature indication, are an effective method
of determining the health of the scavenge system. Requiring a full
ground diagnostic test every 65 hours would be an unnecessary economic
burden for the operators. Therefore, for different indicator
conditions, depending on the severity of the indications, different
follow-on testing requirements are appropriate.
Concerns With ASB Instructions
One commenter states that the ASB instructions for manufacture of
the thermocouple are inaccurate and incomplete in some areas, and too
detailed in other areas. The instructions specify too long a
thermocouple and provide no sealing instructions to prevent oil from
leaking past the thermocouple. The instructions also are so detailed
for drilling the chip detector, that the operator is left few other
options. The commenter further states that PW should not mandate the
brand of thermocouple. The commenter feels that operators should be
given the intent of the design specifications for installing a
thermocouple, and be given flexibility to choose their own installation
based on these requirements.
We agree. PW has revised the instructions for the thermocouple,
which are in ASB No. JT8D A5944, Revision 5, dated October 3, 2005.
Equivalent Parts
One commenter states that the use of equivalent parts to
temperature indicator, PW P/N 810486, should be permitted. A parts
manufacturer approval (PMA)-equivalent, P/N 3641, is available. The
commenter also requests that the AD wording be changed so that it does
not imply that the OEM is the only supplier of an approved temperature
indicator for this AD.
We partially agree. PMA parts are acceptable. But presently only
one, PMA P/N 3641, is available as a substitute for PW P/N 810486. We
changed the AD to include this PMA-equivalent.
[[Page 60213]]
Other Changes to the Compliance Section for Clarification
Several commenters suggest that the Compliance section is unclear.
We agree that it could be clearer. We changed the Compliance section to
clarify the procedures.
Conclusion
We have carefully reviewed the available data, including the
comments received, and determined that air safety and the public
interest require adopting the AD with the changes described previously.
We have determined that these changes will neither increase the
economic burden on any operator nor increase the scope of the AD.
Costs of Compliance
There are about 2,345 PW JT8D-200 series turbofan engines of the
affected design in the worldwide fleet. We estimate that 1,143 engines
installed on airplanes of U.S. registry would be affected by this AD.
We also estimate that it would take about 1 work hour per engine to
perform the actions, and that the average labor rate is $65 per work
hour. Required parts would cost about $37 per engine. Based on these
figures, we estimate the total cost of the AD to U.S. operators to be
$116,586.
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, Section 106, describes the
authority of the FAA Administrator. Subtitle VII, Aviation Programs,
describes in more detail the scope of the Agency's authority.
We are issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701, ``General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this
rulemaking action.
Regulatory Findings
We have determined that this AD will not have federalism
implications under Executive Order 13132. This AD will not have a
substantial direct effect on the States, on the relationship between
the National Government and the States, or on the distribution of power
and responsibilities among the various levels of government.
For the reasons discussed above, I certify that this AD:
(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.
We prepared a summary of the costs to comply with this AD and
placed it in the AD Docket. You may get a copy of this summary by
sending a request to us at the address listed under ADDRESSES. Include
``AD Docket No. 96-ANE-35-AD'' in your request.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
Adoption of the Amendment
0
Accordingly, under the authority delegated to me by the Administrator,
the Federal Aviation Administration amends 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. The FAA amends Sec. 39.13 by removing Amendment 39-10134 (62 FR
49135, September 19, 1997) and by adding the following new
airworthiness directive:
2005-21-01 Pratt & Whitney: Amendment 39-14339. Docket No. 96-ANE-
35-AD.
Effective Date
(a) This airworthiness directive (AD) becomes effective November
21, 2005.
Affected ADs
(b) This AD supersedes AD 97-19-13, Amendment 39-10134.
Applicability
(c) This AD applies to Pratt & Whitney (PW) JT8D-200 series
turbofan engines. These engines are installed on, but not limited
to, McDonnell Douglas MD-80 series and Boeing 727 series airplanes.
Unsafe Condition
(d) This AD results from five uncontained high pressure turbine
(HPT) shaft failures out of thirteen HPT shaft fractures due to oil
fires in the No. 4 and 5 bearing compartments. We are issuing this
AD to prevent oil fires; fracture of the HPT shaft which can result
in uncontained release of engine fragments; engine fire; in-flight
engine shutdown; and possible airplane damage.
Compliance
(e) You are responsible for having the actions required by this
AD performed within the compliance times specified unless the
actions have already been done.
Installation of the Dual-Window Temperature Indicators
(f) Install two dual-window temperature indicators on the No. 4
bearing compartment scavenge oil tubes of PW JT8D-200 series
turbofan engines within 90 days after the effective date of this AD.
(1) Use paragraph 1.A. of the Accomplishment Instructions of PW
Alert Service Bulletin (ASB) No. JT8D A5944, Revision 5, dated
October 3, 2005, to install the temperature indicators.
(2) The use of part manufacturer approval (PMA)-equivalent
temperature indicators, P/N 3641, made by Telatemp Corporation, is
acceptable.
Initial Visual Inspection of the Dual-Window Temperature Indicators
(g) Perform initial visual inspection of the dual-window
temperature indicators installed in paragraph (f) of this AD within
65 hours time-in-service (TIS) since installation.
(h) If the color of any temperature indicator window has turned
black, perform troubleshooting, diagnostic testing, and corrective
action as required, using paragraph 1.B. of the Accomplishment
Instructions of PW ASB No. JT8D A5944, Revision 5, dated October 3,
2005.
(i) If any temperature indicators are missing:
(1) If one temperature indicator is missing, inspect the
remaining temperature indicator and perform troubleshooting,
diagnostic testing, and corrective action as required, using
Paragraph B.2. of the Accomplishment Instructions of PW ASB No. JT8D
A5944, Revision 5, dated October 3, 2005.
(2) If both temperature indicators are missing:
(i) Perform troubleshooting, diagnostic testing, and corrective
action as required, using Figure 2 of the Accomplishment
Instructions of PW ASB No. JT8D A5944, Revision 5, dated October 3,
2005.
(ii) Perform both engine diagnostic tests as specified in Figure
3 and Figure 4 of the Accomplishment Instructions of PW ASB No. JT8D
5944, Revision 5, dated October 3, 2005.
(iii) If the engine fails the diagnostic tests for red
indicators, do not perform the test for yellow indicators. Remove
the engine from service.
(3) If the test results show an oil overtemperature condition,
remove the engine from service.
(4) If the test results show no oil overtemperature condition:
(i) Replace any temperature indicator that has turned black as
specified in paragraph (h) of this AD; and
(ii) Replace any temperature indicator that is missing as
specified in paragraph (i) of this AD; and
(iii) Return the engine to service, and inspect as specified in
paragraph (g) of this AD.
[[Page 60214]]
Repetitive Visual Inspection of the Dual-Window Temperature Indicators
(j) Perform repetitive visual inspections of the dual-window
temperature indicators installed in paragraph (f) of this AD within
65 hours TIS since-last-inspection. Use paragraph (h) of this AD to
inspect the temperature indicators.
Requirements for Thermocouple Installation for On-Wing Diagnostic Test
(k) The requirements for thermocouple installation are listed in
Appendix B of PW ASB No. JT8D A5944, Revision 5, dated October 3,
2005.
On-Wing Diagnostic Test Information
(l) To perform the on-wing diagnostics test, use Appendix C of
PW ASB No. JT8D A5944, Revision 5, dated October 3, 2005.
Material Incorporated by Reference
(m) You must use Pratt & Whitney Alert Service Bulletin No. JT8D
A5944, Revision 5, dated October 3, 2005, to perform the inspections
and tests required by this AD. The Director of the Federal Register
approved the incorporation by reference of this service bulletin in
accordance with 5 U.S.C. 552(a) and 1 CFR part 51. You can get a
copy from Pratt & Whitney, 400 Main St., East Hartford, CT 06108;
telephone (860) 565-7700, fax (860) 565-1605. You can review copies
at the FAA, New England Region, Office of the Regional Counsel, 12
New England Executive Park, Burlington, MA; or at the National
Archives and Records Administration (NARA). For information on the
availability of this material at NARA, call 202-741-6030, or go to:
https://www.archives.gov/federal-register/cfr/ibr-locations.html.
Related Information
(n) None.
Issued in Burlington, Massachusetts, on October 3, 2005.
Francis A. Favara,
Acting Manager, Engine and Propeller Directorate, Aircraft
Certification Service.
[FR Doc. 05-20501 Filed 10-14-05; 8:45 am]
BILLING CODE 4910-13-P
