Airworthiness Directives; Pratt & Whitney Engines, 56198-56203 [2024-14936]
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Federal Register / Vol. 89, No. 131 / Tuesday, July 9, 2024 / Rules and Regulations
(k) Additional Information
For more information about this AD,
contact Timothy Dowling, Aviation Safety
Engineer, FAA, 1600 Stewart Avenue, Suite
410, Westbury, NY 11590; telephone 206–
231–3667; email timothy.p.dowling@faa.gov.
(l) Material Incorporated by Reference
(1) The Director of the Federal Register
approved the incorporation by reference
(IBR) of the service information listed in this
paragraph under 5 U.S.C. 552(a) and 1 CFR
part 51.
(2) You must use this service information
as applicable to do the actions required by
this AD, unless this AD specifies otherwise.
(i) European Union Aviation Safety Agency
(EASA) AD 2023–0205, dated November 21,
2023.
(ii) [Reserved]
(3) For EASA AD 2023–0205, contact
EASA, Konrad-Adenauer-Ufer 3, 50668
Cologne, Germany; telephone +49 221 8999
000; email ADs@easa.europa.eu; website
easa.europa.eu. You may find this EASA AD
on the EASA website at ad.easa.europa.eu.
(4) You may view this service information
at the FAA, Airworthiness Products Section,
Operational Safety Branch, 2200 South 216th
St., Des Moines, WA. For information on the
availability of this material at the FAA, call
206–231–3195.
(5) You may view this material at the
National Archives and Records
Administration (NARA). For information on
the availability of this material at NARA,
visit www.archives.gov/federal-register/cfr/
ibr-locations, or email fr.inspection@
nara.gov.
Issued on June 5, 2024.
Suzanne Masterson,
Deputy Director, Integrated Certificate
Management Division, Aircraft Certification
Service.
[FR Doc. 2024–14868 Filed 7–8–24; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2023–1640; Project
Identifier AD–2022–00283–E; Amendment
39–22768; AD 2024–12–04]
RIN 2120–AA64
Airworthiness Directives; Pratt &
Whitney Engines
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
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AGENCY:
The FAA is adopting a new
airworthiness directive (AD) for all Pratt
& Whitney (PW) Model PW2037,
PW2037M, and PW2040 engines with a
certain high-pressure turbine (HPT) 2nd
stage blade assembly installed. This AD
was prompted by an in-flight shutdown
SUMMARY:
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(IFSD) caused by the fracture of HPT
2nd stage turbine hub assembly lugs,
which resulted in blade liberation and
a titanium fire in the high-pressure
compressor (HPC). This AD requires a
visual inspection of the HPT 2nd stage
blade assemblies for missing contact
marks, a dimensional shadowgraph
inspection of the HPT 2nd stage blade
assemblies for blade root profile
dimensional deviations, and an eddy
current inspection (ECI) of the HPT 2nd
stage turbine hub assembly for
conforming slot flatness. This AD also
requires removal from service and
replacement of any HPT 2nd stage
turbine hub assembly or HPT 2nd stage
blade assembly that does not pass any
inspection. The FAA is issuing this AD
to address the unsafe condition on these
products.
DATES: This AD is effective August 13,
2024.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in this AD
as of August 13, 2024.
ADDRESSES:
AD Docket: You may examine the AD
docket at regulations.gov under Docket
No. FAA–2023–1640; or in person at
Docket Operations between 9 a.m. and
5 p.m., Monday through Friday, except
Federal holidays. The AD docket
contains this final rule, any comments
received, and other information. The
address for Docket Operations is U.S.
Department of Transportation, Docket
Operations, M–30, West Building
Ground Floor, Room W12–140, 1200
New Jersey Avenue SE, Washington, DC
20590.
Material Incorporated by Reference:
• For service information, contact
Pratt & Whitney, 400 Main Street, East
Hartford, CT 06118; phone: (860) 565–
0140; email: help24@pw.utc.com;
website: connect.prattwhitney.com.
• You may view this service
information at the FAA, Airworthiness
Products Section, 1200 District Avenue,
Burlington, MA 01803. For information
on the availability of this material at the
FAA, call (817) 222–5110. It is also
available at regulations.gov under
Docket No. FAA–2023–1640.
FOR FURTHER INFORMATION CONTACT:
Carol Nguyen, Aviation Safety Engineer,
FAA, 2200 South 216th Street, Des
Moines, WA 98198; phone: (781) 238–
7655; email: carol.nguyen@faa.gov.
SUPPLEMENTARY INFORMATION:
Background
The FAA issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 by adding an AD that would
apply to all PW Model PW2037,
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PW2037M, and PW2040 engines with a
certain HPT 2nd stage blade assembly
installed. The NPRM published in the
Federal Register on August 25, 2023 (88
FR 58114). The NPRM was prompted by
an IFSD caused by the fracture of HPT
2nd stage turbine hub assembly lugs,
which resulted in blade liberation and
a titanium fire in the HPC.
In the NPRM, the FAA proposed to
require a visual inspection of the HPT
2nd stage blade assemblies for missing
contact marks, a dimensional
shadowgraph inspection of the HPT 2nd
stage blade assemblies for blade root
profile dimensional deviations, and an
ECI of the HPT 2nd stage turbine hub
assembly for conforming slot flatness.
The NPRM also proposed to require
removal from service and replacement
of any HPT 2nd stage turbine hub
assembly or HPT 2nd stage blade
assembly that does not pass any
inspection. The FAA is issuing this AD
to address the unsafe condition on these
products.
Discussion of Final Airworthiness
Directive
Comments
The FAA received comments from six
commenters. The commenters were The
Boeing Company (Boeing), Delta Air
Lines (Delta), European Air Transport
(EAT), FedEx Express (FedEx), MTU
Maintenance Hannover GmbH (MTU),
and United Parcel Service (UPS). Boeing
supported the NPRM without change.
The following presents the comments
received from Delta, EAT, FedEx, MTU,
and UPS on the NPRM and the FAA’s
response to each comment.
Request To Exempt Certain Hubs From
NPRM Cycle Limit
Delta requested that the FAA allow
hubs with an ECI performed on 25% of
the blade slots to be inspected in
accordance with the updated
dimensional ECI procedure at the next
piece part exposure of the HPT 2nd
stage turbine hub assembly, rather than
being inspected within the cycle limit of
the NPRM. Delta noted that Method 2,
Step 4 in PW Alert Service Bulletin
PW2000 A72–777, Initial Issue, dated
September 29, 2021 (PW2000 A72–777,
Initial Issue) requires that HPT 2nd
stage turbine hub assemblies be
installed that have passed the HPT 2nd
stage turbine hub assembly ECI
inspection specified in PW2000 Engine
Manual, Task 72–52–16–200–006, but
does not provide guidance on the
required amount of slots to be
inspected. Delta also noted that in the
beginning of the HPT Field Management
Program for this unsafe condition and
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prior to the updated ECI procedure
being released for the HPT 2nd stage
turbine hub assembly, T2 blades were
inspected for conformance and installed
into HPT 2nd stage turbine hub
assemblies that were made serviceable
with previous ECI instructions specified
in the PW2000 Engine Manual, where
only 16 out of 64 (25%) slots were
required to be eddy current inspected.
The FAA disagrees with the request
because there is a higher probability of
identifying damage to the hub when
100% of the slots are inspected.
Additionally, allowing hubs that have
had an ECI performed on 25% of blade
slots to wait until the next piece-part
exposure for the updated ECI would
increase the risk of failure. The FAA
removed previous credit for PW2000
A72–777, Initial Issue, to ensure only
HPT 2nd stage turbine hub assemblies
with ECI performed on 100% of the
blade slots comply with this AD.
However, once this AD is published,
any person may request approval of an
alternative method of compliance
(AMOC) under the provisions of
paragraph (i) of this AD. The FAA did
not change this AD as a result of this
comment.
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Request To Clarify Applicability for
Hubs Divorced From Mating Blades
Delta requested that the FAA provide
guidance on whether hubs that were
divorced from their mating blades and
do not have the required inspection
results are exempt from the
requirements of the NPRM, provided
that the replacement set of blades to be
installed are conforming to the visual
and shadowgraph inspection
requirements of PW Alert Service
Bulletin PW2000 A72–777, Revision 2,
dated April 11, 2023 (PW2000 A72–777,
Rev. 2). Delta stated that there is no way
to perform the actions required in the
NPRM and PW2000 A72–777, Rev. 2 to
determine serviceability related to this
unsafe condition for piece part hubs that
were already divorced from their mating
blades because previously installed
blades were not traced and may have
already gone through overhaul process
or were scrapped. Delta noted that after
overhaul or scrapping of blades, visual
contact patterns and blade profile are no
longer available for inspection.
The FAA agrees that clarification is
necessary. Hubs that are divorced from
their mating blades are not exempt from
the requirements of this final rule and
are considered unserviceable, and
therefore no exemption is necessary.
The FAA did not change this AD as a
result of this comment.
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Request To Define Methodology for
Returning Hub to Service
Delta requested that the FAA define
the methodology for returning a hub to
service using Section 1, Step 1.E. of
PW2000 A72–777, Rev. 2, and as it
relates to previous methods of
compliance in previous revisions and
previous PW Special Instructions (SIs).
Delta noted that Section 1, Step 1.E. of
PW2000 A72–777, Rev. 2 states that if
an HPT 2nd stage blade assembly fails
the visual inspection as specified in
Step 1.B., all related HPT 2nd stage
blade assemblies pass the shadowgraph
inspection as specified in Step 1.C., and
the related HPT 2nd stage hub assembly
passes the ECI as specified in Step 1.D,
the HPT 2nd Stage Blade Assemblies
could be returned to P&W Customer
Technical Service for additional
inspection to identify the hub
serviceability. Delta also noted that PW
provided Pratt and Whitney Cover E.A.
No. 22FA014, dated 26 October 2022, to
accept these hubs into service.
The FAA disagrees with the request.
The FAA notes that while Section 1,
Step 1.E. of PW2000 A72–777, Rev. 2 is
an optional method to return the hubs
to service, it is not an action required by
this AD and, therefore, defining the
methodology for returning a hub to
service is unnecessary. The FAA did not
change this AD as a result of this
comment.
Request To Clarify Requirements for
Credit for Previous Actions
Delta requested that the FAA clarify if
the required for compliance (RC) steps
listed in PW2000 A72–777, Rev. 2 carry
over to the previous versions of the ASB
and previous versions of the PW SIs in
order to provide credit for previous
actions. Alternatively, Delta requested
that the FAA provide the specific steps
from each of the previous service
information documents that are required
in order to receive credit for previous
actions. Delta noted that none of the
previous revisions of the service
information contain RC steps, which
could cause confusion to operators
regarding whether to request an AMOC
for deviations from those instructions.
The FAA agrees to revise paragraph
(h) of the final rule by removing
PW2000 A72–777, Initial Issue, and
instead including PW SI NO. 62F–21,
dated June 7, 2021, PW SI NO. 62F–
21A, dated October 4, 2021, PW SI NO.
73F–21, Revision A, dated September
29, 2021 (SI NO. 73F–21, Rev. A), and
PW SI NO. 73F–21, Initial Issue, dated
April 6, 2021 (SI NO. 73F–21, Initial
Issue).
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Request To Add Service Information for
Shadowgraph Inspections
Delta requested that the FAA revise
the NPRM to allow the shadowgraph
inspections of the hub to be performed
in accordance with all previous
revisions to PW SI NO. 78F–21,
Revision F, dated June 13, 2022 (SI NO.
78F–21, Rev. F). Delta noted that PW
Alert Service Bulletin PW2000 A72–
777, Revision 1, dated December 21,
2022 (PW2000 A72–777, Rev. 1) and
PW2000 A72–777, Rev. 2 refer to ‘‘SI
78F–21, Rev F released 6/13/2022 or
later revision,’’ and previous revisions
of SI NO. 78F–21 are permitted by
PW2000 A72–777, Initial Issue. Delta
also noted that several of the PW SI
revisions were issued prior to PW2000
A72–777, Initial Issue.
The FAA disagrees with the request to
allow the shadowgraph inspections of
the hub to be performed in accordance
with previous revisions of SI NO. 78F–
21. SI NO. 78F–21, Rev. F already
provides previous credit for previous
revisions, which makes it unnecessary
to provide credit for actions done using
the previous revisions. The FAA did not
change this AD as a result of this
comment.
Request To Add Service Information for
Visual Inspections
Delta requested that the FAA revise
the NPRM to allow the visual
inspections of the hub for contact marks
to be performed in accordance with SI
NO. 73F–21, Initial Issue. Delta noted
that PW2000 A72–777, Rev. 2 refers to
‘‘SI 73F–21, Rev A released 9/29/2021
or later revision,’’ and SI NO. 73F–21,
Initial Issue is permitted per PW2000
A72–777. Delta also noted that several
of the PW SI revisions were issued prior
to PW2000 A72–777.
The FAA agrees with the request and
has revised paragraph (h) of this AD to
include credit for actions done in
accordance with SI NO. 73F–21, Initial
Issue.
Request To Clarify Means To Accept
New Blades
Delta requested that the FAA revise
the NPRM to clarify that communication
from PW may be used as a means to
accept new blades that meet the intent
of SI NO. 78F–21, Initial Issue and later
revisions. Delta noted that they have
been using EagleNet Cases from PW for
new blades where the intent of SI NO.
78F–21, Initial Issue and later revisions
was accomplished. Delta also noted that
PW does not include SI NO. 78F–21,
Initial Issue or later revisions on the
form FAA 8130–3 for new blades, and
the markings on the blades are not
always listed.
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The FAA disagrees with the request.
The FAA notes that this AD already
refers to PW2000 A72–777, Rev. 2, as
the appropriate service information,
which also references SI NO. 78F–21,
Rev. F. Additionally, SI NO. 78F–21,
Rev. F allows credit for communications
from PW as a means to accept new
blades that meet the intent of SI NO.
78F–21, Initial Issue and later revisions.
The FAA did not change this AD as a
result of this comment.
Request To Clarify Typographical Error
in Service Information
Delta requested that the FAA
comment or provide guidance related to
on a typographical error contained in
the header of pages 3 through 8 of SI
NO. 73F–21, Revision B, dated April 10,
2023 (SI NO. 73F–21, Rev. B). The
typographical error incorrectly lists the
document as Special Instruction No.
73F–21 A.
The FAA acknowledges that there is
a typographical error contained in the
header of pages 3 through 8 of SI NO.
73F–21, Rev. B which incorrectly lists
the document as Special Instruction No.
73F–21 A. However, the typographical
error does not change the content of the
document, which is only allowed as
credit for actions accomplished prior to
the effective date of this AD.
Additionally, after the effective date of
this AD, the appropriate service
information for the required actions is
PW2000 A72–777 R7, Rev. 2. The FAA
did not change this AD as a result of this
comment.
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Request To Add Credit Note to AD
Delta requested that the FAA add the
following note from SI NO. 73F–21, Rev.
B to the NPRM; ‘‘Accomplishment of
PW2000 Engine Manual (Revision 131
or later) 72–52–17 Inspection/Check-14
is equivalent to the accomplishment of
this Special Instruction 73F–21.’’ Delta
noted that since SI NO. 73F–21, Rev. B
includes the PW2000 Engine Manual
allowance, the same allowance should
carry over to previous revisions of SI
NO. 73F–21 that define the actions to
correct the unsafe condition.
The FAA disagrees with the request.
Earlier revisions of SI NO. 73F–21 did
not contain this note, and the note
specifically applies to SI NO. 73F–21,
Rev. B. Additionally, after the effective
date of this AD, the appropriate service
information for the required actions is
PW2000 A72–777 R7, Rev. 2. The FAA
did not change this AD as a result of this
comment.
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Request To Clarify the Required
Compliance Times
EAT requested that the FAA update
the NPRM to clarify that actions
identified as ‘‘RC’’ in, and in accordance
with, the Accomplishment Instructions
of PW2000 A72–777, Rev. 2, are onetime actions. EAT inferred that without
this clarification, engines would need to
undergo the required inspections every
1,800 flight cycles, which would limit
the on-wing time for all worldwide
engines. FedEx requested that the FAA
revise the NPRM to include a
terminating action paragraph. FedEx
pointed out that neither the NPRM nor
the required service information
explicitly state that the actions are onetime only.
The FAA agrees to clarify. The actions
required by this final rule are identified
as ‘‘RC’’ in PW2000 A72–777, Rev. 2,
which is the required service
information. While not explicitly stated
in either this final rule or the required
service information, those actions are
one-time only and have no stated
repetitive compliance times. The FAA
also notes that terminating action
paragraphs are used specifically to
terminate repetitive actions. However,
the FAA is not mandating repetitive
actions in this AD and, therefore, a
terminating action paragraph is
unnecessary. The FAA did not change
this AD as a result of this comment.
Request To Clarify Parts Eligible for
Installation
EAT requested that the FAA clarify
that parts that were overhauled using
the engine manual prior to the
availability of PW2000 A72–777 should
be eligible for installation. EAT noted
that the NPRM and PW2000 A72–777,
Rev. 2 do not mention HPT 2nd stage
turbine hub assemblies which were
repaired/overhauled before the initial
issue of PW2000 A72–777 in September
2021. EAT also noted that the parts were
overhauled in accordance with the valid
engine manual at that time and therefore
serviceable and eligible for installation.
The FAA agrees to clarify. Parts that
were overhauled using the engine
manual prior to the availability of
PW2000 A72–777 are not eligible for
installation. The FAA is publishing this
AD to address a quality escape on the
HPT 2nd stage blade assemblies.
Removing the non-conforming blades
and the corresponding HPT 2nd stage
turbine hub from service is necessary to
correct the unsafe condition. If the
actions performed prior to the effective
date of this AD do not meet the
definition of a part eligible for
installation, the part cannot be installed
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on an engine. Additionally, the FAA has
included credit for previous actions,
using certain service information, in
paragraph (h) of this AD, provided that
those actions were done before the
effective date of this AD. The FAA did
not change this AD as a result of this
comment.
Request To Reduce Inspection
Requirements for Certain Hub
Assemblies
EAT requested that the FAA revise
the NPRM to allow HPT 2nd stage
turbine hub assemblies removed prior to
the initial issue of PW2000 A72–777 to
pass only the 100% lug ECI inspection,
instead of requiring all blades
previously installed on the hub to pass
the visual and shadowgraph inspection.
EAT pointed out that the requirement
for all blades to pass the visual and
shadowgraph inspections was not a
mandatory action at that time.
The FAA disagrees with the request.
In order to correct the unsafe condition,
the HPT 2nd stage blade assemblies
with part number (P/N) 1B7522 must
pass the visual and shadowgraph
inspections in order to be considered a
part eligible for installation.
Additionally, the serviceability of the
HPT 2nd stage turbine hub assembly is
dependent on the blade assemblies
passing the visual and shadowgraph
inspections. If the blade assemblies do
not pass those inspections, then the
HPT 2nd stage turbine hub assembly
also does not pass and becomes
unserviceable. The FAA did not change
this AD as a result of this comment.
Request To Clarify Guidance on Early
Inspections Using Engine Manual
FedEx requested that the FAA revise
paragraph (g) of the proposed AD and
PW2000 A72–777, Rev. 2, Section 2,
Paragraph 1.B. to provide guidance for
operators that began conducting
inspections early in collaboration with
the engine manufacturer. FedEx noted
that the general visual inspection
requirement for blades installed on
engines with serial numbers listed in
Table 1 on page 9 of PW2000 A72–777,
Rev. 2 is waived by a Note in Section
2, Paragraph 1.B. of PW2000 A72–777,
Rev. 2. FedEx also noted that some
engines were inspected before the initial
release of PW2000 A72–777, before the
release of earlier revisions of the SI, or
per existing instructions for continued
airworthiness that were published at the
time which makes it impossible to
directly claim compliance with the
actions identified as ‘‘RC’’ within the
Accomplishment Instructions of
PW2000 A72–777, Rev. 2. FedEx also
provided the following example: some
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engines were inspected per PW2000
Engine Manual 72–52–15, Insp/Chk –06
(Firtree ECI) and 72–52–17, Insp/Chk
–14 (blade shadowgraph) in the period
between February, 2021 and September,
2021 (prior to their October 1, 2021
revision date).
The FAA agrees to provide guidance
for operators that performed early
inspections in collaboration with the
engine manufacturer. Credit for
compliance with the Firtree ECI can
only be claimed if 100% of the slots
were inspected. Credit may not be
claimed for the previous ECI of the HPT
T2 hub slots for the period between
February 2021 and September 2021
because those instructions only required
25% of the slots to be inspected, which
does not fully mitigate the unsafe
condition. The FAA notes that the final
field management plan to address this
unsafe condition is described in this
AD. The FAA did not change this AD
as a result of this comment.
AD. If an engine has 64 HPT 2nd stage
blade assemblies having P/N 1B8722
installed, then this AD is not applicable
to that engine. The FAA did not change
this AD as a result of this comment.
Request To Clarify Inspections for
Mixed Blade Engines
UPS requested that the FAA revise the
NPRM to allow a longer compliance
time. UPS noted that PW part shortages
and supply chain constraints have
resulted in long lead times. UPS also
stated that the required compliance
times are not adequate to maintain
PW2000 engine spare levels, which
would negatively impact UPS
operations.
The FAA disagrees with the request to
allow a longer compliance time in this
AD. In developing an appropriate
compliance time, the FAA considered
the urgency associated with the subject
unsafe condition, the availability of
required parts, and the practical aspect
of accomplishing the required
modification within a period of time
that corresponds to the normal
scheduled maintenance for most
affected operators. The FAA has
determined that the compliance time
provides an acceptable level of safety.
However, under the provisions of
MTU requested that the FAA clarify
how to address inspections for engines
that have a mix of affected and
unaffected HPT 2nd stage blade
assemblies installed. MTU notes that
PW2000 SB 72–775 allows
interchangeability of old and new blade
assemblies (differentiated by P/N). MTU
also inferred that the NPRM is not
applicable to an engine which has
installed all 64 HPT 2nd stage blade
assemblies having P/N 1B8722 in post
PW2000 SB 72–775 configuration.
Engines with a mix of affected and
unaffected HPT 2nd stage blade
assemblies installed must perform the
required inspections on the affected
blades having P/N 1B7522 only, and
100% of the HPT T2 hub slots. HPT T2
hubs that fail the ECI on any slot must
be removed from service. P/N 1B8722
blade assemblies are not required to
perform the inspections required by this
Request To Clarify Credit for
Inspections Using Initial Release of SI
NO. 73F–21
MTU requested that the FAA provide
credit for previous actions done in
accordance with SI NO. 73F–21, Initial
Issue, dated April 6, 2021, or earlier.
The FAA agrees with the request and
has updated paragraph (h) of this AD to
provide credit for the required actions
done before the effective date of this AD
using SI NO. 78F–21, dated April 12,
2021. However, operators that prefer to
address the unsafe condition by means
other than those specified in the
referenced service information may
request an AMOC in accordance with
paragraph (i) of this AD.
Request To Change Compliance Time
paragraph (i) of this AD, the FAA will
consider requests for an extension of the
compliance time if sufficient data are
submitted to substantiate that the
change would provide an acceptable
level of safety. The FAA did not change
this AD as a result of this comment.
Conclusion
The FAA reviewed the relevant data,
considered any comments received, and
determined that air safety requires
adopting this AD as proposed.
Accordingly, the FAA is issuing this AD
to address the unsafe condition on these
products. Except for minor editorial
changes, and any other changes
described previously, this AD is
adopted as proposed in the NPRM.
None of the changes will increase the
economic burden on any operator.
Related Service Information Under 1
CFR Part 51
The FAA reviewed PW2000 A72–777,
Rev. 2, which specifies procedures for
performing a visual inspection of the
HPT 2nd stage blade assemblies for
missing contact marks, dimensional
shadowgraph inspection of the HPT 2nd
stage blade assemblies for dimensional
deviations, and an ECI of the HPT 2nd
stage turbine hub assembly for
conforming slot flatness. This service
information also specifies removal from
service of any HPT 2nd stage turbine
hub assembly or HPT 2nd stage blade
assembly that does not pass any
inspection. This service information is
reasonably available because the
interested parties have access to it
through their normal course of business
or by the means identified in
ADDRESSES.
Costs of Compliance
The FAA estimates that this AD
affects 425 engines installed on
airplanes of U.S. registry.
The FAA estimates the following
costs to comply with this AD:
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ESTIMATED COSTS
Cost per
product
Labor cost
ECI of the HPT 2nd stage turbine hub assembly ....
Visual Inspection of the HPT 2nd stage blade assembly.
Dimensional shadowgraph inspection of HPT 2nd
stage blade assemblies.
8 work-hours × $85 per hour = $680 ...
8 work-hours × $85 per hour = $680 ...
$0
0
$680
680
$289,000
289,000
8 work-hours × $85 per hour = $680 ...
0
680
289,000
The FAA estimates the following
costs to do any necessary replacements
that would be required based on the
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Parts cost
Cost on U.S.
operators
Action
results of the inspections. The agency
has no way of determining the number
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of aircraft that might need these
replacements:
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09JYR1
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Federal Register / Vol. 89, No. 131 / Tuesday, July 9, 2024 / Rules and Regulations
ON-CONDITION COSTS
Action
Labor cost
Replace HPT 2nd stage turbine hub assembly ...........
Replace HPT 2nd stage blade assembly .....................
0 work-hours × $85 per hour = $0 ...............................
0 work-hours × $85 per hour = $0 ...............................
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.
The FAA is 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
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) Will not affect intrastate aviation
in Alaska, 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.
lotter on DSK11XQN23PROD with RULES1
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
The Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as
follows:
VerDate Sep<11>2014
15:55 Jul 08, 2024
Jkt 262001
1. The authority citation for part 39
continues to read as follows:
■
Authority: 49 U.S.C. 106(g), 40113, 44701.
[Amended]
2. The FAA amends § 39.13 by adding
the following new airworthiness
directive:
■
2024–12–04 Pratt & Whitney: Amendment
39–22768; Docket No. FAA–2023–1640;
Project Identifier AD–2022–00283–E.
(a) Effective Date
This airworthiness directive (AD) is
effective August 13, 2024.
(b) Affected ADs
None.
(c) Applicability
This AD applies to Pratt & Whitney (PW)
Model PW2037, PW2037M, and PW2040
engines with a high-pressure turbine (HPT)
2nd stage blade assembly, part number (P/N)
1B7522 installed.
(d) Subject
Joint Aircraft System Component (JASC)
Code 7250, Turbine Section.
(e) Unsafe Condition
This AD was prompted by an in-flight
shutdown caused by the fracture of HPT 2nd
stage turbine hub assembly lugs. The FAA is
issuing this AD to prevent failure of the HPT
2nd stage turbine hub assembly lug and HPT
2nd stage blade assemblies. The unsafe
condition, if not addressed, could result in
the uncontained release of the HPT 2nd stage
blade assemblies, damage to the engine, and
damage to the airplane.
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(g) Required Actions
Before exceeding the applicable
compliance times specified in Planning
Information, Compliance, page 2, of PW Alert
Service Bulletin PW2000 A72–777, Revision
2, dated April 11, 2023 (PW2000 A72–777,
Rev. 2), or before accumulating 500 cycles
after the effective date of this AD, whichever
occurs later, perform all applicable actions
identified as ‘‘RC’’ (required for compliance)
in, and in accordance with, the
Accomplishment Instructions of PW2000
A72–777, Rev. 2.
PO 00000
Frm 00014
Fmt 4700
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$456,000
17,000
Cost per
product
$456,000
17,000
(h) Credit for Previous Actions
PART 39—AIRWORTHINESS
DIRECTIVES
§ 39.13
Parts cost
You may take credit for the inspections
required by paragraph (g) of this AD if you
performed those inspections before the
effective date of this AD using PW Alert
Service Bulletin PW2000 A72–777, Revision
1, dated December 21, 2022, PW Special
Instruction (SI) NO. 62F–21, Initial Issue,
dated June 7, 2021, or PW SI NO. 62F–21A,
dated October 4, 2021.
You may take credit for the inspection
specified in Section 1, paragraph 1.B. of the
Accomplishment Instructions of PW2000
A72–777, Rev. 2, which is required by
paragraph (g) of this AD, if you performed the
inspection before the effective date of this AD
using PW SI NO. 73F–21, Initial Issue, dated
April 6, 2021, or PW SI NO. 73F–21, Revision
A, dated September 29, 2021.
(i) Alternative Methods of Compliance
(AMOCs)
(1) The Manager, AIR–520 Continued
Operational Safety Branch, FAA, has the
authority to approve AMOCs for this AD, if
requested using the procedures found in 14
CFR 39.19. In accordance with 14 CFR 39.19,
send your request to your principal inspector
or local Flight Standards District Office, as
appropriate. If sending information directly
to the Manager, AIR–520 Continued
Operational Safety Branch, send it to the
attention of the person identified in
paragraph (j) of this AD and email to: ANEAD-AMOC@faa.gov.
(2) Before using any approved AMOC,
notify your appropriate principal inspector,
or lacking a principal inspector, the manager
of the local flight standards district office/
certificate holding district office.
(3) For service information that contains
steps that are labeled as Required for
Compliance (RC), the following provisions
apply.
(i) The steps labeled as RC, including
substeps under an RC step and any figures
identified in an RC step, must be done to
comply with the AD. An AMOC is required
for any deviations to RC steps, including
substeps and identified figures.
(ii) Steps not labeled as RC may be
deviated from using accepted methods in
accordance with the operator’s maintenance
or inspection program without obtaining
approval of an AMOC, provided the RC steps,
including substeps and identified figures, can
still be done as specified, and the airplane
can be put back in an airworthy condition.
(j) Additional Information
For more information about this AD,
contact Carol Nguyen, Aviation Safety
Engineer, FAA, 2200 South 216th Street, Des
Moines, WA 98198; phone: (781) 238–7655;
email: carol.nguyen@faa.gov.
E:\FR\FM\09JYR1.SGM
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Federal Register / Vol. 89, No. 131 / Tuesday, July 9, 2024 / Rules and Regulations
(k) Material Incorporated by Reference
(1) The Director of the Federal Register
approved the incorporation by reference
(IBR) of the service information listed in this
paragraph under 5 U.S.C. 552(a) and 1 CFR
part 51.
(2) You must use this service information
as applicable to do the actions required by
this AD, unless the AD specifies otherwise.
(i) Pratt & Whitney Alert Service Bulletin
PW2000 A72–777, Revision 2, dated April
11, 2023.
(ii) [Reserved]
(3) For Pratt & Whitney service
information, contact Pratt & Whitney, 400
Main Street, East Hartford, CT 06118; phone:
(800) 565–0140; email: help24@pw.utc.com;
website: connect.prattwhitney.com.
(4) You may view this service information
at FAA, Airworthiness Products Section,
Operational Safety Branch, 1200 District
Avenue, Burlington, MA 01803. For
information on the availability of this
material at the FAA, call (817) 222–5110.
(5) You may view this material at the
National Archives and Records
Administration (NARA). For information on
the availability of this material at NARA,
visit www.archives.gov/federal-register/cfr/
ibr-locations or email fr.inspection@nara.gov.
Issued on June 11, 2024.
Suzanne Masterson,
Deputy Director, Integrated Certificate
Management Division, Aircraft Certification
Service.
[FR Doc. 2024–14936 Filed 7–8–24; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2024–0466; Project
Identifier MCAI–2023–00862–T; Amendment
39–22766; AD 2024–12–02]
RIN 2120–AA64
Airworthiness Directives; Airbus
Canada Limited Partnership (Type
Certificate Previously Held by C Series
Aircraft Limited Partnership (CSALP);
Bombardier, Inc.) Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
The FAA is adopting a new
airworthiness directive (AD) for certain
Airbus Canada Limited Partnership
Model BD–500–1A10 and BD–500–
1A11 airplanes. This AD was prompted
by production flight test findings of
several oxygen masks disconnected
from their accompanying portable
oxygen bottles. This AD requires
inspecting the portable oxygen bottles
and reconnecting the masks to the
accompanying portable oxygen bottles if
lotter on DSK11XQN23PROD with RULES1
SUMMARY:
VerDate Sep<11>2014
16:31 Jul 08, 2024
Jkt 262001
not connected, as specified in a
Transport Canada AD, which is
incorporated by reference. The FAA is
issuing this AD to address the unsafe
condition on these products.
DATES: This AD is effective August 13,
2024.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in this AD
as of August 13, 2024.
ADDRESSES:
AD Docket: You may examine the AD
docket at regulations.gov under Docket
No. FAA–2024–0466; or in person at
Docket Operations between 9 a.m. and
5 p.m., Monday through Friday, except
Federal holidays. The AD docket
contains this final rule, the mandatory
continuing airworthiness information
(MCAI), any comments received, and
other information. The address for
Docket Operations is U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue SE,
Washington, DC 20590.
Material Incorporated by Reference:
• For Transport Canada material,
contact Transport Canada, Transport
Canada National Aircraft Certification,
159 Cleopatra Drive, Nepean, Ontario
K1A 0N5, Canada; telephone 888–663–
3639; email TC.AirworthinessDirectivesConsignesdenavigabilite.TC@tc.gc.ca;
website tc.canada.ca/en/aviation.
• You may view this material at the
FAA, Airworthiness Products Section,
Operational Safety Branch, 2200 South
216th St., Des Moines, WA. For
information on the availability of this
material at the FAA, call 206–231–3195.
It is also available in the AD docket at
regulations.gov under Docket No. FAA–
2024–0466.
FOR FURTHER INFORMATION CONTACT:
Fatin Saumik, Aviation Safety Engineer,
FAA, 1600 Stewart Avenue, Suite 410,
Westbury, NY 11590; telephone 516–
228–7300; email fatin.r.saumik@faa.gov.
SUPPLEMENTARY INFORMATION:
Background
The FAA issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 by adding an AD that would
apply to certain Airbus Canada Limited
Partnership Model BD–500–1A10 and
BD–500–1A11 airplanes. The NPRM
published in the Federal Register on
March 21, 2024 (89 FR 20139). The
NPRM was prompted by AD CF–2023–
52, dated July 12, 2023 (Transport
Canada AD CF–2023–52) (also referred
to as the MCAI), issued by Transport
Canada, which is the aviation authority
for Canada. The MCAI states that during
production flight tests, several oxygen
PO 00000
Frm 00015
Fmt 4700
Sfmt 4700
56203
masks were found disconnected from
their accompanying portable oxygen
bottles. An investigation determined
that servicing instructions sent to the
supplier did not include reconnecting
oxygen masks. Since the problem was
discovered, proper procedures were sent
to the supplier to reconnect the masks
and bottles. If an oxygen mask is not
connected to the accompanying portable
oxygen bottle, oxygen will not be
provided to the cabin crew and/or
passengers during a sudden
decompression above 10,000 feet or
during a first aid situation.
In the NPRM, the FAA proposed to
require inspecting the portable oxygen
bottles and reconnecting the masks to
the accompanying portable oxygen
bottles if not connected, as specified in
Transport Canada AD CF–2023–52. The
FAA is issuing this AD to address the
unsafe condition on these products.
You may examine the MCAI in the
AD docket at regulations.gov under
Docket No. FAA–2024–0466.
Discussion of Final Airworthiness
Directive
Comments
The FAA received no comments on
the NPRM or on the determination of
the cost to the public.
Conclusion
This product has been approved by
the aviation authority of another
country and is approved for operation in
the United States. Pursuant to the FAA’s
bilateral agreement with this State of
Design Authority, it has notified the
FAA of the unsafe condition described
in the MCAI referenced above. The FAA
reviewed the relevant data and
determined that air safety requires
adopting this AD as proposed.
Accordingly, the FAA is issuing this AD
to address the unsafe condition on this
product. Except for minor editorial
changes, this AD is adopted as proposed
in the NPRM. None of the changes will
increase the economic burden on any
operator.
Related Service Information Under 1
CFR Part 51
Transport Canada AD CF–2023–52
specifies procedures for a general visual
inspection (GVI) on portable oxygen
bottles and reconnection of the mask to
the accompanying portable oxygen
bottles if not connected. This material is
reasonably available because the
interested parties have access to it
through their normal course of business
or by the means identified in the
ADDRESSES section.
E:\FR\FM\09JYR1.SGM
09JYR1
]]>Agencies
[Federal Register Volume 89, Number 131 (Tuesday, July 9, 2024)]
[Rules and Regulations]
[Pages 56198-56203]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2024-14936]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2023-1640; Project Identifier AD-2022-00283-E;
Amendment 39-22768; AD 2024-12-04]
RIN 2120-AA64
Airworthiness Directives; Pratt & Whitney Engines
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: The FAA is adopting a new airworthiness directive (AD) for all
Pratt & Whitney (PW) Model PW2037, PW2037M, and PW2040 engines with a
certain high-pressure turbine (HPT) 2nd stage blade assembly installed.
This AD was prompted by an in-flight shutdown (IFSD) caused by the
fracture of HPT 2nd stage turbine hub assembly lugs, which resulted in
blade liberation and a titanium fire in the high-pressure compressor
(HPC). This AD requires a visual inspection of the HPT 2nd stage blade
assemblies for missing contact marks, a dimensional shadowgraph
inspection of the HPT 2nd stage blade assemblies for blade root profile
dimensional deviations, and an eddy current inspection (ECI) of the HPT
2nd stage turbine hub assembly for conforming slot flatness. This AD
also requires removal from service and replacement of any HPT 2nd stage
turbine hub assembly or HPT 2nd stage blade assembly that does not pass
any inspection. The FAA is issuing this AD to address the unsafe
condition on these products.
DATES: This AD is effective August 13, 2024.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in this AD as of August 13,
2024.
ADDRESSES:
AD Docket: You may examine the AD docket at regulations.gov under
Docket No. FAA-2023-1640; or in person at Docket Operations between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays. The AD
docket contains this final rule, any comments received, and other
information. The address for Docket Operations is U.S. Department of
Transportation, Docket Operations, M-30, West Building Ground Floor,
Room W12-140, 1200 New Jersey Avenue SE, Washington, DC 20590.
Material Incorporated by Reference:
For service information, contact Pratt & Whitney, 400 Main
Street, East Hartford, CT 06118; phone: (860) 565-0140; email:
[email protected]; website: connect.prattwhitney.com.
You may view this service information at the FAA,
Airworthiness Products Section, 1200 District Avenue, Burlington, MA
01803. For information on the availability of this material at the FAA,
call (817) 222-5110. It is also available at regulations.gov under
Docket No. FAA-2023-1640.
FOR FURTHER INFORMATION CONTACT: Carol Nguyen, Aviation Safety
Engineer, FAA, 2200 South 216th Street, Des Moines, WA 98198; phone:
(781) 238-7655; email: [email protected].
SUPPLEMENTARY INFORMATION:
Background
The FAA issued a notice of proposed rulemaking (NPRM) to amend 14
CFR part 39 by adding an AD that would apply to all PW Model PW2037,
PW2037M, and PW2040 engines with a certain HPT 2nd stage blade assembly
installed. The NPRM published in the Federal Register on August 25,
2023 (88 FR 58114). The NPRM was prompted by an IFSD caused by the
fracture of HPT 2nd stage turbine hub assembly lugs, which resulted in
blade liberation and a titanium fire in the HPC.
In the NPRM, the FAA proposed to require a visual inspection of the
HPT 2nd stage blade assemblies for missing contact marks, a dimensional
shadowgraph inspection of the HPT 2nd stage blade assemblies for blade
root profile dimensional deviations, and an ECI of the HPT 2nd stage
turbine hub assembly for conforming slot flatness. The NPRM also
proposed to require removal from service and replacement of any HPT 2nd
stage turbine hub assembly or HPT 2nd stage blade assembly that does
not pass any inspection. The FAA is issuing this AD to address the
unsafe condition on these products.
Discussion of Final Airworthiness Directive
Comments
The FAA received comments from six commenters. The commenters were
The Boeing Company (Boeing), Delta Air Lines (Delta), European Air
Transport (EAT), FedEx Express (FedEx), MTU Maintenance Hannover GmbH
(MTU), and United Parcel Service (UPS). Boeing supported the NPRM
without change. The following presents the comments received from
Delta, EAT, FedEx, MTU, and UPS on the NPRM and the FAA's response to
each comment.
Request To Exempt Certain Hubs From NPRM Cycle Limit
Delta requested that the FAA allow hubs with an ECI performed on
25% of the blade slots to be inspected in accordance with the updated
dimensional ECI procedure at the next piece part exposure of the HPT
2nd stage turbine hub assembly, rather than being inspected within the
cycle limit of the NPRM. Delta noted that Method 2, Step 4 in PW Alert
Service Bulletin PW2000 A72-777, Initial Issue, dated September 29,
2021 (PW2000 A72-777, Initial Issue) requires that HPT 2nd stage
turbine hub assemblies be installed that have passed the HPT 2nd stage
turbine hub assembly ECI inspection specified in PW2000 Engine Manual,
Task 72-52-16-200-006, but does not provide guidance on the required
amount of slots to be inspected. Delta also noted that in the beginning
of the HPT Field Management Program for this unsafe condition and
[[Page 56199]]
prior to the updated ECI procedure being released for the HPT 2nd stage
turbine hub assembly, T2 blades were inspected for conformance and
installed into HPT 2nd stage turbine hub assemblies that were made
serviceable with previous ECI instructions specified in the PW2000
Engine Manual, where only 16 out of 64 (25%) slots were required to be
eddy current inspected.
The FAA disagrees with the request because there is a higher
probability of identifying damage to the hub when 100% of the slots are
inspected. Additionally, allowing hubs that have had an ECI performed
on 25% of blade slots to wait until the next piece-part exposure for
the updated ECI would increase the risk of failure. The FAA removed
previous credit for PW2000 A72-777, Initial Issue, to ensure only HPT
2nd stage turbine hub assemblies with ECI performed on 100% of the
blade slots comply with this AD. However, once this AD is published,
any person may request approval of an alternative method of compliance
(AMOC) under the provisions of paragraph (i) of this AD. The FAA did
not change this AD as a result of this comment.
Request To Clarify Applicability for Hubs Divorced From Mating Blades
Delta requested that the FAA provide guidance on whether hubs that
were divorced from their mating blades and do not have the required
inspection results are exempt from the requirements of the NPRM,
provided that the replacement set of blades to be installed are
conforming to the visual and shadowgraph inspection requirements of PW
Alert Service Bulletin PW2000 A72-777, Revision 2, dated April 11, 2023
(PW2000 A72-777, Rev. 2). Delta stated that there is no way to perform
the actions required in the NPRM and PW2000 A72-777, Rev. 2 to
determine serviceability related to this unsafe condition for piece
part hubs that were already divorced from their mating blades because
previously installed blades were not traced and may have already gone
through overhaul process or were scrapped. Delta noted that after
overhaul or scrapping of blades, visual contact patterns and blade
profile are no longer available for inspection.
The FAA agrees that clarification is necessary. Hubs that are
divorced from their mating blades are not exempt from the requirements
of this final rule and are considered unserviceable, and therefore no
exemption is necessary. The FAA did not change this AD as a result of
this comment.
Request To Define Methodology for Returning Hub to Service
Delta requested that the FAA define the methodology for returning a
hub to service using Section 1, Step 1.E. of PW2000 A72-777, Rev. 2,
and as it relates to previous methods of compliance in previous
revisions and previous PW Special Instructions (SIs). Delta noted that
Section 1, Step 1.E. of PW2000 A72-777, Rev. 2 states that if an HPT
2nd stage blade assembly fails the visual inspection as specified in
Step 1.B., all related HPT 2nd stage blade assemblies pass the
shadowgraph inspection as specified in Step 1.C., and the related HPT
2nd stage hub assembly passes the ECI as specified in Step 1.D, the HPT
2nd Stage Blade Assemblies could be returned to P&W Customer Technical
Service for additional inspection to identify the hub serviceability.
Delta also noted that PW provided Pratt and Whitney Cover E.A. No.
22FA014, dated 26 October 2022, to accept these hubs into service.
The FAA disagrees with the request. The FAA notes that while
Section 1, Step 1.E. of PW2000 A72-777, Rev. 2 is an optional method to
return the hubs to service, it is not an action required by this AD
and, therefore, defining the methodology for returning a hub to service
is unnecessary. The FAA did not change this AD as a result of this
comment.
Request To Clarify Requirements for Credit for Previous Actions
Delta requested that the FAA clarify if the required for compliance
(RC) steps listed in PW2000 A72-777, Rev. 2 carry over to the previous
versions of the ASB and previous versions of the PW SIs in order to
provide credit for previous actions. Alternatively, Delta requested
that the FAA provide the specific steps from each of the previous
service information documents that are required in order to receive
credit for previous actions. Delta noted that none of the previous
revisions of the service information contain RC steps, which could
cause confusion to operators regarding whether to request an AMOC for
deviations from those instructions.
The FAA agrees to revise paragraph (h) of the final rule by
removing PW2000 A72-777, Initial Issue, and instead including PW SI NO.
62F-21, dated June 7, 2021, PW SI NO. 62F-21A, dated October 4, 2021,
PW SI NO. 73F-21, Revision A, dated September 29, 2021 (SI NO. 73F-21,
Rev. A), and PW SI NO. 73F-21, Initial Issue, dated April 6, 2021 (SI
NO. 73F-21, Initial Issue).
Request To Add Service Information for Shadowgraph Inspections
Delta requested that the FAA revise the NPRM to allow the
shadowgraph inspections of the hub to be performed in accordance with
all previous revisions to PW SI NO. 78F-21, Revision F, dated June 13,
2022 (SI NO. 78F-21, Rev. F). Delta noted that PW Alert Service
Bulletin PW2000 A72-777, Revision 1, dated December 21, 2022 (PW2000
A72-777, Rev. 1) and PW2000 A72-777, Rev. 2 refer to ``SI 78F-21, Rev F
released 6/13/2022 or later revision,'' and previous revisions of SI
NO. 78F-21 are permitted by PW2000 A72-777, Initial Issue. Delta also
noted that several of the PW SI revisions were issued prior to PW2000
A72-777, Initial Issue.
The FAA disagrees with the request to allow the shadowgraph
inspections of the hub to be performed in accordance with previous
revisions of SI NO. 78F-21. SI NO. 78F-21, Rev. F already provides
previous credit for previous revisions, which makes it unnecessary to
provide credit for actions done using the previous revisions. The FAA
did not change this AD as a result of this comment.
Request To Add Service Information for Visual Inspections
Delta requested that the FAA revise the NPRM to allow the visual
inspections of the hub for contact marks to be performed in accordance
with SI NO. 73F-21, Initial Issue. Delta noted that PW2000 A72-777,
Rev. 2 refers to ``SI 73F-21, Rev A released 9/29/2021 or later
revision,'' and SI NO. 73F-21, Initial Issue is permitted per PW2000
A72-777. Delta also noted that several of the PW SI revisions were
issued prior to PW2000 A72-777.
The FAA agrees with the request and has revised paragraph (h) of
this AD to include credit for actions done in accordance with SI NO.
73F-21, Initial Issue.
Request To Clarify Means To Accept New Blades
Delta requested that the FAA revise the NPRM to clarify that
communication from PW may be used as a means to accept new blades that
meet the intent of SI NO. 78F-21, Initial Issue and later revisions.
Delta noted that they have been using EagleNet Cases from PW for new
blades where the intent of SI NO. 78F-21, Initial Issue and later
revisions was accomplished. Delta also noted that PW does not include
SI NO. 78F-21, Initial Issue or later revisions on the form FAA 8130-3
for new blades, and the markings on the blades are not always listed.
[[Page 56200]]
The FAA disagrees with the request. The FAA notes that this AD
already refers to PW2000 A72-777, Rev. 2, as the appropriate service
information, which also references SI NO. 78F-21, Rev. F. Additionally,
SI NO. 78F-21, Rev. F allows credit for communications from PW as a
means to accept new blades that meet the intent of SI NO. 78F-21,
Initial Issue and later revisions. The FAA did not change this AD as a
result of this comment.
Request To Clarify Typographical Error in Service Information
Delta requested that the FAA comment or provide guidance related to
on a typographical error contained in the header of pages 3 through 8
of SI NO. 73F-21, Revision B, dated April 10, 2023 (SI NO. 73F-21, Rev.
B). The typographical error incorrectly lists the document as Special
Instruction No. 73F-21 A.
The FAA acknowledges that there is a typographical error contained
in the header of pages 3 through 8 of SI NO. 73F-21, Rev. B which
incorrectly lists the document as Special Instruction No. 73F-21 A.
However, the typographical error does not change the content of the
document, which is only allowed as credit for actions accomplished
prior to the effective date of this AD. Additionally, after the
effective date of this AD, the appropriate service information for the
required actions is PW2000 A72-777 R7, Rev. 2. The FAA did not change
this AD as a result of this comment.
Request To Add Credit Note to AD
Delta requested that the FAA add the following note from SI NO.
73F-21, Rev. B to the NPRM; ``Accomplishment of PW2000 Engine Manual
(Revision 131 or later) 72-52-17 Inspection/Check-14 is equivalent to
the accomplishment of this Special Instruction 73F-21.'' Delta noted
that since SI NO. 73F-21, Rev. B includes the PW2000 Engine Manual
allowance, the same allowance should carry over to previous revisions
of SI NO. 73F-21 that define the actions to correct the unsafe
condition.
The FAA disagrees with the request. Earlier revisions of SI NO.
73F-21 did not contain this note, and the note specifically applies to
SI NO. 73F-21, Rev. B. Additionally, after the effective date of this
AD, the appropriate service information for the required actions is
PW2000 A72-777 R7, Rev. 2. The FAA did not change this AD as a result
of this comment.
Request To Clarify the Required Compliance Times
EAT requested that the FAA update the NPRM to clarify that actions
identified as ``RC'' in, and in accordance with, the Accomplishment
Instructions of PW2000 A72-777, Rev. 2, are one-time actions. EAT
inferred that without this clarification, engines would need to undergo
the required inspections every 1,800 flight cycles, which would limit
the on-wing time for all worldwide engines. FedEx requested that the
FAA revise the NPRM to include a terminating action paragraph. FedEx
pointed out that neither the NPRM nor the required service information
explicitly state that the actions are one-time only.
The FAA agrees to clarify. The actions required by this final rule
are identified as ``RC'' in PW2000 A72-777, Rev. 2, which is the
required service information. While not explicitly stated in either
this final rule or the required service information, those actions are
one-time only and have no stated repetitive compliance times. The FAA
also notes that terminating action paragraphs are used specifically to
terminate repetitive actions. However, the FAA is not mandating
repetitive actions in this AD and, therefore, a terminating action
paragraph is unnecessary. The FAA did not change this AD as a result of
this comment.
Request To Clarify Parts Eligible for Installation
EAT requested that the FAA clarify that parts that were overhauled
using the engine manual prior to the availability of PW2000 A72-777
should be eligible for installation. EAT noted that the NPRM and PW2000
A72-777, Rev. 2 do not mention HPT 2nd stage turbine hub assemblies
which were repaired/overhauled before the initial issue of PW2000 A72-
777 in September 2021. EAT also noted that the parts were overhauled in
accordance with the valid engine manual at that time and therefore
serviceable and eligible for installation.
The FAA agrees to clarify. Parts that were overhauled using the
engine manual prior to the availability of PW2000 A72-777 are not
eligible for installation. The FAA is publishing this AD to address a
quality escape on the HPT 2nd stage blade assemblies. Removing the non-
conforming blades and the corresponding HPT 2nd stage turbine hub from
service is necessary to correct the unsafe condition. If the actions
performed prior to the effective date of this AD do not meet the
definition of a part eligible for installation, the part cannot be
installed on an engine. Additionally, the FAA has included credit for
previous actions, using certain service information, in paragraph (h)
of this AD, provided that those actions were done before the effective
date of this AD. The FAA did not change this AD as a result of this
comment.
Request To Reduce Inspection Requirements for Certain Hub Assemblies
EAT requested that the FAA revise the NPRM to allow HPT 2nd stage
turbine hub assemblies removed prior to the initial issue of PW2000
A72-777 to pass only the 100% lug ECI inspection, instead of requiring
all blades previously installed on the hub to pass the visual and
shadowgraph inspection. EAT pointed out that the requirement for all
blades to pass the visual and shadowgraph inspections was not a
mandatory action at that time.
The FAA disagrees with the request. In order to correct the unsafe
condition, the HPT 2nd stage blade assemblies with part number (P/N)
1B7522 must pass the visual and shadowgraph inspections in order to be
considered a part eligible for installation. Additionally, the
serviceability of the HPT 2nd stage turbine hub assembly is dependent
on the blade assemblies passing the visual and shadowgraph inspections.
If the blade assemblies do not pass those inspections, then the HPT 2nd
stage turbine hub assembly also does not pass and becomes
unserviceable. The FAA did not change this AD as a result of this
comment.
Request To Clarify Guidance on Early Inspections Using Engine Manual
FedEx requested that the FAA revise paragraph (g) of the proposed
AD and PW2000 A72-777, Rev. 2, Section 2, Paragraph 1.B. to provide
guidance for operators that began conducting inspections early in
collaboration with the engine manufacturer. FedEx noted that the
general visual inspection requirement for blades installed on engines
with serial numbers listed in Table 1 on page 9 of PW2000 A72-777, Rev.
2 is waived by a Note in Section 2, Paragraph 1.B. of PW2000 A72-777,
Rev. 2. FedEx also noted that some engines were inspected before the
initial release of PW2000 A72-777, before the release of earlier
revisions of the SI, or per existing instructions for continued
airworthiness that were published at the time which makes it impossible
to directly claim compliance with the actions identified as ``RC''
within the Accomplishment Instructions of PW2000 A72-777, Rev. 2. FedEx
also provided the following example: some
[[Page 56201]]
engines were inspected per PW2000 Engine Manual 72-52-15, Insp/Chk -06
(Firtree ECI) and 72-52-17, Insp/Chk -14 (blade shadowgraph) in the
period between February, 2021 and September, 2021 (prior to their
October 1, 2021 revision date).
The FAA agrees to provide guidance for operators that performed
early inspections in collaboration with the engine manufacturer. Credit
for compliance with the Firtree ECI can only be claimed if 100% of the
slots were inspected. Credit may not be claimed for the previous ECI of
the HPT T2 hub slots for the period between February 2021 and September
2021 because those instructions only required 25% of the slots to be
inspected, which does not fully mitigate the unsafe condition. The FAA
notes that the final field management plan to address this unsafe
condition is described in this AD. The FAA did not change this AD as a
result of this comment.
Request To Clarify Inspections for Mixed Blade Engines
MTU requested that the FAA clarify how to address inspections for
engines that have a mix of affected and unaffected HPT 2nd stage blade
assemblies installed. MTU notes that PW2000 SB 72-775 allows
interchangeability of old and new blade assemblies (differentiated by
P/N). MTU also inferred that the NPRM is not applicable to an engine
which has installed all 64 HPT 2nd stage blade assemblies having P/N
1B8722 in post PW2000 SB 72-775 configuration.
Engines with a mix of affected and unaffected HPT 2nd stage blade
assemblies installed must perform the required inspections on the
affected blades having P/N 1B7522 only, and 100% of the HPT T2 hub
slots. HPT T2 hubs that fail the ECI on any slot must be removed from
service. P/N 1B8722 blade assemblies are not required to perform the
inspections required by this AD. If an engine has 64 HPT 2nd stage
blade assemblies having P/N 1B8722 installed, then this AD is not
applicable to that engine. The FAA did not change this AD as a result
of this comment.
Request To Clarify Credit for Inspections Using Initial Release of SI
NO. 73F-21
MTU requested that the FAA provide credit for previous actions done
in accordance with SI NO. 73F-21, Initial Issue, dated April 6, 2021,
or earlier.
The FAA agrees with the request and has updated paragraph (h) of
this AD to provide credit for the required actions done before the
effective date of this AD using SI NO. 78F-21, dated April 12, 2021.
However, operators that prefer to address the unsafe condition by means
other than those specified in the referenced service information may
request an AMOC in accordance with paragraph (i) of this AD.
Request To Change Compliance Time
UPS requested that the FAA revise the NPRM to allow a longer
compliance time. UPS noted that PW part shortages and supply chain
constraints have resulted in long lead times. UPS also stated that the
required compliance times are not adequate to maintain PW2000 engine
spare levels, which would negatively impact UPS operations.
The FAA disagrees with the request to allow a longer compliance
time in this AD. In developing an appropriate compliance time, the FAA
considered the urgency associated with the subject unsafe condition,
the availability of required parts, and the practical aspect of
accomplishing the required modification within a period of time that
corresponds to the normal scheduled maintenance for most affected
operators. The FAA has determined that the compliance time provides an
acceptable level of safety. However, under the provisions of paragraph
(i) of this AD, the FAA will consider requests for an extension of the
compliance time if sufficient data are submitted to substantiate that
the change would provide an acceptable level of safety. The FAA did not
change this AD as a result of this comment.
Conclusion
The FAA reviewed the relevant data, considered any comments
received, and determined that air safety requires adopting this AD as
proposed. Accordingly, the FAA is issuing this AD to address the unsafe
condition on these products. Except for minor editorial changes, and
any other changes described previously, this AD is adopted as proposed
in the NPRM. None of the changes will increase the economic burden on
any operator.
Related Service Information Under 1 CFR Part 51
The FAA reviewed PW2000 A72-777, Rev. 2, which specifies procedures
for performing a visual inspection of the HPT 2nd stage blade
assemblies for missing contact marks, dimensional shadowgraph
inspection of the HPT 2nd stage blade assemblies for dimensional
deviations, and an ECI of the HPT 2nd stage turbine hub assembly for
conforming slot flatness. This service information also specifies
removal from service of any HPT 2nd stage turbine hub assembly or HPT
2nd stage blade assembly that does not pass any inspection. This
service information is reasonably available because the interested
parties have access to it through their normal course of business or by
the means identified in ADDRESSES.
Costs of Compliance
The FAA estimates that this AD affects 425 engines installed on
airplanes of U.S. registry.
The FAA estimates the following costs to comply with this AD:
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Cost per Cost on U.S.
Action Labor cost Parts cost product operators
----------------------------------------------------------------------------------------------------------------
ECI of the HPT 2nd stage turbine hub 8 work-hours x $85 per $0 $680 $289,000
assembly. hour = $680.
Visual Inspection of the HPT 2nd stage 8 work-hours x $85 per 0 680 289,000
blade assembly. hour = $680.
Dimensional shadowgraph inspection of 8 work-hours x $85 per 0 680 289,000
HPT 2nd stage blade assemblies. hour = $680.
----------------------------------------------------------------------------------------------------------------
The FAA estimates the following costs to do any necessary
replacements that would be required based on the results of the
inspections. The agency has no way of determining the number of
aircraft that might need these replacements:
[[Page 56202]]
On-Condition Costs
----------------------------------------------------------------------------------------------------------------
Cost per
Action Labor cost Parts cost product
----------------------------------------------------------------------------------------------------------------
Replace HPT 2nd stage turbine hub assembly.... 0 work-hours x $85 per hour = $0 $456,000 $456,000
Replace HPT 2nd stage blade assembly.......... 0 work-hours x $85 per hour = $0 17,000 17,000
----------------------------------------------------------------------------------------------------------------
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.
The FAA is 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
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) Will not affect intrastate aviation in Alaska, 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.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
The Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA 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 adding the following new airworthiness
directive:
2024-12-04 Pratt & Whitney: Amendment 39-22768; Docket No. FAA-2023-
1640; Project Identifier AD-2022-00283-E.
(a) Effective Date
This airworthiness directive (AD) is effective August 13, 2024.
(b) Affected ADs
None.
(c) Applicability
This AD applies to Pratt & Whitney (PW) Model PW2037, PW2037M,
and PW2040 engines with a high-pressure turbine (HPT) 2nd stage
blade assembly, part number (P/N) 1B7522 installed.
(d) Subject
Joint Aircraft System Component (JASC) Code 7250, Turbine
Section.
(e) Unsafe Condition
This AD was prompted by an in-flight shutdown caused by the
fracture of HPT 2nd stage turbine hub assembly lugs. The FAA is
issuing this AD to prevent failure of the HPT 2nd stage turbine hub
assembly lug and HPT 2nd stage blade assemblies. The unsafe
condition, if not addressed, could result in the uncontained release
of the HPT 2nd stage blade assemblies, damage to the engine, and
damage to the airplane.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Required Actions
Before exceeding the applicable compliance times specified in
Planning Information, Compliance, page 2, of PW Alert Service
Bulletin PW2000 A72-777, Revision 2, dated April 11, 2023 (PW2000
A72-777, Rev. 2), or before accumulating 500 cycles after the
effective date of this AD, whichever occurs later, perform all
applicable actions identified as ``RC'' (required for compliance)
in, and in accordance with, the Accomplishment Instructions of
PW2000 A72-777, Rev. 2.
(h) Credit for Previous Actions
You may take credit for the inspections required by paragraph
(g) of this AD if you performed those inspections before the
effective date of this AD using PW Alert Service Bulletin PW2000
A72-777, Revision 1, dated December 21, 2022, PW Special Instruction
(SI) NO. 62F-21, Initial Issue, dated June 7, 2021, or PW SI NO.
62F-21A, dated October 4, 2021.
You may take credit for the inspection specified in Section 1,
paragraph 1.B. of the Accomplishment Instructions of PW2000 A72-777,
Rev. 2, which is required by paragraph (g) of this AD, if you
performed the inspection before the effective date of this AD using
PW SI NO. 73F-21, Initial Issue, dated April 6, 2021, or PW SI NO.
73F-21, Revision A, dated September 29, 2021.
(i) Alternative Methods of Compliance (AMOCs)
(1) The Manager, AIR-520 Continued Operational Safety Branch,
FAA, has the authority to approve AMOCs for this AD, if requested
using the procedures found in 14 CFR 39.19. In accordance with 14
CFR 39.19, send your request to your principal inspector or local
Flight Standards District Office, as appropriate. If sending
information directly to the Manager, AIR-520 Continued Operational
Safety Branch, send it to the attention of the person identified in
paragraph (j) of this AD and email to: [email protected].
(2) Before using any approved AMOC, notify your appropriate
principal inspector, or lacking a principal inspector, the manager
of the local flight standards district office/certificate holding
district office.
(3) For service information that contains steps that are labeled
as Required for Compliance (RC), the following provisions apply.
(i) The steps labeled as RC, including substeps under an RC step
and any figures identified in an RC step, must be done to comply
with the AD. An AMOC is required for any deviations to RC steps,
including substeps and identified figures.
(ii) Steps not labeled as RC may be deviated from using accepted
methods in accordance with the operator's maintenance or inspection
program without obtaining approval of an AMOC, provided the RC
steps, including substeps and identified figures, can still be done
as specified, and the airplane can be put back in an airworthy
condition.
(j) Additional Information
For more information about this AD, contact Carol Nguyen,
Aviation Safety Engineer, FAA, 2200 South 216th Street, Des Moines,
WA 98198; phone: (781) 238-7655; email: [email protected].
[[Page 56203]]
(k) Material Incorporated by Reference
(1) The Director of the Federal Register approved the
incorporation by reference (IBR) of the service information listed
in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
(2) You must use this service information as applicable to do
the actions required by this AD, unless the AD specifies otherwise.
(i) Pratt & Whitney Alert Service Bulletin PW2000 A72-777,
Revision 2, dated April 11, 2023.
(ii) [Reserved]
(3) For Pratt & Whitney service information, contact Pratt &
Whitney, 400 Main Street, East Hartford, CT 06118; phone: (800) 565-
0140; email: [email protected]; website: connect.prattwhitney.com.
(4) You may view this service information at FAA, Airworthiness
Products Section, Operational Safety Branch, 1200 District Avenue,
Burlington, MA 01803. For information on the availability of this
material at the FAA, call (817) 222-5110.
(5) You may view this material at the National Archives and
Records Administration (NARA). For information on the availability
of this material at NARA, visit www.archives.gov/federal-register/cfr/ibr-locations or email [email protected].
Issued on June 11, 2024.
Suzanne Masterson,
Deputy Director, Integrated Certificate Management Division, Aircraft
Certification Service.
[FR Doc. 2024-14936 Filed 7-8-24; 8:45 am]
BILLING CODE 4910-13-P
