[Federal Register Volume 68, Number 66 (Monday, April 7, 2003)]
[Proposed Rules]
[Pages 16736-16743]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 03-8328]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000-NE-47-AD]
RIN 2120-AA64


Airworthiness Directives; Pratt and Whitney PW4000 Series 
Turbofan Engines

AGENCY: Federal Aviation Administration, DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: The Federal Aviation Administration (FAA) proposes to 
supersede an existing airworthiness directive (AD), that is applicable 
to Pratt and Whitney (PW) model 4000 series turbofan engines. That AD 
currently requires interim actions to address engine takeoff power loss 
events until the high-pressure-compressor (HPC) case is redesigned and 
available for incorporation on the PW4000 engines. This proposal would 
require the same actions as that AD, adds on-wing Testing-21 to Boeing 
747 and MD-11 airplanes, and adds the requirement to install a new Ring 
Case Configuration (RCC) rear HPC on engines installed in the Boeing 
fleet. This proposal is prompted by the development of an RCC rear HPC 
for PW4000 series turbofan engines installed in the Boeing fleet. The 
actions specified in the proposed AD are intended to prevent engine 
takeoff power losses due to HPC surge.

DATES: Comments must be received by May 7, 2003.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), New England Region, Office of the Regional 
Counsel, Attention: Rules Docket No. 2000-NE-47-AD, 12 New England 
Executive Park, Burlington, MA 01803-5299. Comments may be inspected at 
this location, by appointment, between 8 a.m. and 4:30 p.m., Monday 
through Friday, except Federal holidays. Comments may also be sent via 
the Internet using the following address: [email protected]. 
Comments sent via the Internet must contain the docket number in the 
subject line.
    The service information referenced in the proposed rule may be 
obtained from Pratt & Whitney, 400 Main St., East Hartford, CT 06108, 
telephone (860) 565-6600; fax (860) 565-4503. This information may be 
examined, by appointment, at the FAA, New England Region, Office of the 
Regional Counsel, 12 New England Executive Park, Burlington, MA.

FOR FURTHER INFORMATION CONTACT: Diane Cook, Aerospace Engineer, Engine 
Certification Office, FAA, Engine and Propeller Directorate, 12 New 
England Executive Park, Burlington, MA 01803-5299; telephone (781) 238-
7133; fax (781) 238-7199.

SUPPLEMENTARY INFORMATION:

Comments Invited

    Interested persons are invited to participate in the making of the

[[Page 16737]]

proposed rule by submitting such written data, views, or arguments, as 
they may desire. Communications should identify the Rules Docket number 
and be submitted in triplicate to the address specified above. All 
communications received on or before the closing date for comments, 
specified above, will be considered before taking action on the 
proposed rule. The proposals contained in this action may be changed in 
light of the comments received.
    Comments are specifically invited on the overall regulatory, 
economic, environmental, and energy aspects of the proposed rule. All 
comments submitted will be available, both before and after the closing 
date for comments, in the Rules Docket for examination by interested 
persons. A report summarizing each FAA-public contact concerned with 
the substance of this proposal will be filed in the Rules Docket.
    Commenters wishing the FAA to acknowledge receipt of their comments 
submitted in response to this action must submit a self-addressed, 
stamped postcard on which the following statement is made: ``Comments 
to Docket Number 2000-NE-47-AD.'' The postcard will be date stamped and 
returned to the commenter.

Availability of NPRM's

    Any person may obtain a copy of this NPRM by submitting a request 
to the FAA, New England Region, Office of the Regional Counsel, 
Attention: Rules Docket No. 2000-NE-47-AD, 12 New England Executive 
Park, Burlington, MA 01803-5299.

Discussion

    On October 11, 2002, the FAA issued AD 2002-21-10, Amendment 39-
12916 (67 FR 65484, October 25, 2002), that:
    [sbull] Establishes a minimum rebuild standard for engines and 
requires operators to remove PW4000 engines with cutback stators from 
service,
    [sbull] Limits the number of PW4000 engines with potentially 
reduced stability margin to no more than one engine on each airplane,
    [sbull] Removes engines from service using engine stagger limit 
criteria,
    [sbull] Returns engines to service after having exceeded HPC cyclic 
limits or after shop maintenance by either passing engine fuel spike 
stability tests or overhauling the HPC,
    [sbull] Performs repetitive test cell engine fuel spike stability 
tests at certain cycle intervals,
    [sbull] Establishes a rules based criterion to determine the engine 
category on Airbus airplanes,
    [sbull] Establishes criteria to allow engine stagger without 
Testing-21 for engines over their respective limits,
    [sbull] Establishes criteria which may require Testing-21 on 
engines that have complied with Boeing/McDonnell Douglas/Airbus Fan 
Thrust Deterioration Mode (FTDM) ADs,
    [sbull] Reestablishes the HPT/HPC cyclic mismatch criteria, and
    [sbull] Adds criteria to address engine installation changes, 
aircraft transfers, and thrust rating changes.

That action was prompted by investigation and evaluation of PW4000 
series turbofan engines surge data, and continuing reports of surges in 
the PW4000 fleet. That condition, if not corrected, could result in 
engine takeoff power losses due to HPC surge.
    Since that AD was issued, PW issued service bulletin PW4ENG 72-755, 
dated February 28, 2003, that introduces a new RCC rear HPC for engines 
installed on Boeing airplanes.
    Although the RCC rear HPC has been certified to 14 CFR part 33 and 
14 CFR part 25 on Boeing airplanes, it has not completed certification 
to 14 CFR part 25 on Airbus and McDonnell Douglas airplanes.

Manufacturer's Service Information

    The FAA has reviewed and approved the technical contents of the 
following PW service information:

[sbull] Service Bulletin PW (SB) PW4ENG 72-755, dated February 28, 2003
[sbull] Internal Engineering Notice (IEN) 02KCW13, dated October 14, 
2002
[sbull] IEN 02KCW13A, dated October 14, 2002
[sbull] IEN 02KCW13C, dated July 25, 2002
[sbull] IEN 02KCW13D, dated July 29, 2002
[sbull] IEN 02KCW13E, dated November 21, 2002
[sbull] IEN 02KCW13F, dated October 14, 2002
[sbull] IEN 02KCW13H, dated December 9, 2002
[sbull] SB PW4ENG72-714, Revision 1, dated November 8, 2001
[sbull] SB PW4ENG72-749, dated June 17, 2002
[sbull] IEN 96KC973D, dated October 12, 2001
[sbull] Temporary Revision (TR) TR 71-0018, dated November 14, 2001
[sbull] TR 71-0026, dated November 14, 2001
[sbull] TR 71-0035, dated November 14, 2001
[sbull] Cleaning, Inspection, and Repair (CIR) procedure CIR 51A357, 
Section 72-35-68, Inspection/Check-04, Indexes 8-11, dated September 
15, 2001
[sbull] CIR 51A357, Section 72-35-68, Repair 16, dated June 15, 1996
[sbull] PW4000 PW engine manual (EM) 50A443, 71-00-00, TESTING-21, 
dated March 15, 2002
[sbull] PW4000 PW EM 50A822, 71-00-00, TESTING-21, dated March 15, 2002
[sbull] PW4000 PW EM 50A605, 71-00-00, TESTING-21, dated March 15, 2002

Additional Service Information

    The FAA has reviewed and approved the technical contents of 
Chromalloy Florida Repair Procedures, 00 CFL-039-0, dated December 27, 
2000 and 02 CFL-024-0, dated September 15, 2002.

FAA's Determination of an Unsafe Condition and Proposed Actions

    Since an unsafe condition has been identified that is likely to 
exist or develop on other PW4000 series turbofan engines of this same 
type design, the proposed AD would supersede AD 2002-21-10 to require 
the same actions as that AD, adds on-wing Testing-21 to Boeing 747 and 
MD11 airplanes, and adds the requirement to install a new RCC rear HPC 
on engines installed in the Boeing fleet as follows:
    [sbull] For engines installed on Boeing 767 airplanes, by May 31, 
2006 and thereafter, ensure that at least one Configuration I engine is 
installed on the airplane. After May 31, 2006, the non-Configuration I 
engine installed on the airplane must have incorporated the Haynes 
material in the HPC inner case rear hook.
    [sbull] For engines installed on Boeing 747 airplanes, by January 
31, 2007 and thereafter, ensure that no more than one non-Configuration 
I engine is installed on the airplane. After January 31, 2007, the non-
Configuration I engine installed on the airplane must have incorporated 
the Haynes material in the HPC inner case rear hook.
    [sbull] Prior to June 30, 2009 or whenever the HPC module is 
disassembled to a level that separates the HPC rear case assembly at H 
flange from the HPC module, whichever occurs first, incorporate the RCC 
rear HPC. Engines incorporating the RCC rear HPC are Configuration I 
engines.

The actions are required to be done in accordance with the service 
information described previously and have been coordinated with the 
Transport Airplane Directorate.

Economic Analysis

    There are approximately 2,300 engines of the affected design in the 
worldwide fleet. The FAA estimates that 550 engines installed on 
aircraft of U.S. registry would be affected by this proposed AD. The 
FAA also estimates that it would take approximately 183 work hours per 
engine to perform the

[[Page 16738]]

proposed actions, and that the average labor rate is $60 per work hour. 
Required parts would cost approximately $119,500 per engine. Based on 
these figures, the total average annual cost of the proposed AD to U.S. 
operators is estimated to be $11,953,800.

Regulatory Analysis

    This proposed rule does not have federalism implications, as 
defined in Executive Order 13132, because it would not have a 
substantial direct effect on the States, on the relationship between 
the national government and the States, or on the distribution of power 
and responsibilities among the various levels of government. 
Accordingly, the FAA has not consulted with state authorities prior to 
publication of this proposed rule.
    For the reasons discussed above, I certify that this proposed 
regulation (1) is not a ``significant regulatory action'' under 
Executive Order 12866; (2) is not a ``significant rule'' under the DOT 
Regulatory Policies and Procedures (44 FR 11034, February 26, 1979); 
and (3) if promulgated, will not have a significant economic impact, 
positive or negative, on a substantial number of small entities under 
the criteria of the Regulatory Flexibility Act. A copy of the draft 
regulatory evaluation prepared for this action is contained in the 
Rules Docket. A copy of it may be obtained by contacting the Rules 
Docket at the location provided under the caption ADDRESSES.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Safety.

The Proposed Amendment

    Accordingly, pursuant to the authority delegated to me by the 
Administrator, the Federal Aviation Administration proposes to amend 
part 39 of the Federal Aviation Regulations (14 CFR part 39) as 
follows:

PART 39--AIRWORTHINESS DIRECTIVES

    1. The authority citation for part 39 continues to read as follows:

    Authority: 49 U.S.C. 106(g), 40113, 44701.


Sec.  39.13  [Amended]

    2. Section 39.13 is amended by removing Amendment 39-12916, (67 FR 
65484, October 25, 2002, and by adding a new airworthiness directive:

Pratt & Whitney: Docket No. 2000-NE-47-AD. Supersedes AD 2002-21-10, 
Amendment 39-12916.

    Applicability: This airworthiness directive (AD) is applicable 
to Pratt and Whitney (PW) model PW4050, PW4052, PW4056, PW4060, 
PW4060A, PW4060C, PW4062, PW4152, PW4156, PW4156A, PW4158, PW4160, 
PW4460, PW4462, and PW4650 turbofan engines. These engines are 
installed on, but not limited to, certain models of Airbus Industrie 
A300, Airbus Industrie A310, Boeing 747, Boeing 767, and McDonnell 
Douglas MD-11 series airplanes.

    Note 1: This AD applies to each engine identified in the 
preceding applicability provision, regardless of whether it has been 
modified, altered, or repaired in the area subject to the 
requirements of this AD. For engines that have been modified, 
altered, or repaired so that the performance of the requirements of 
this AD is affected, the owner/operator must request approval for an 
alternative method of compliance in accordance with paragraph (w) of 
this AD. The request should include an assessment of the effect of 
the modification, alteration, or repair on the unsafe condition 
addressed by this AD; and, if the unsafe condition has not been 
eliminated, the request should include specific proposed actions to 
address it.

    Compliance: Compliance with this AD is required as indicated, 
unless already done.
    To prevent engine takeoff power losses due to high-pressure-
compressor (HPC) surges, do the following:
    (a) When complying with this AD, determine the configuration of 
each engine on each airplane using the following Table 1:

                 Table 1.--Engine Configuration Listing
------------------------------------------------------------------------
                                     Configuration
         Configuration                description          Designator
------------------------------------------------------------------------
(1) Phase 1 without high         A...................  Engines that did
 pressure turbine (HPT) 1st                             not incorporate
 turbine vane cut back stator                           the Phase 3
 (1TVCB).                                               configuration at
                                                        the time they
                                                        were originally
                                                        manufactured, or
                                                        have not been
                                                        converted to
                                                        Phase 3
                                                        configuration;
                                                        and have not
                                                        incorporated HPT
                                                        1TVCB using any
                                                        revision of
                                                        service bulletin
                                                        (SB) PW4ENG 72-
                                                        514.
(2) Phase 1 with 1TVCB.........  B...................  Same as
                                                        Configuration A
                                                        except that HPT
                                                        1TVCB has been
                                                        incorporated
                                                        using any
                                                        revision of SB
                                                        PW4ENG 72-514.
(3) Phase 3, 2nd Run...........  C...................  Engines that
                                                        incorporated the
                                                        Phase 3
                                                        configuration at
                                                        the time they
                                                        were originally
                                                        manufactured, or
                                                        have been
                                                        converted to the
                                                        Phase 3
                                                        configuration
                                                        during service;
                                                        and that have
                                                        had at least one
                                                        HPC overhaul
                                                        since new.
(4) Phase 3, 1st Run...........  D...................  Same as
                                                        Configuration C
                                                        except that the
                                                        engine has not
                                                        had an HPC
                                                        overhaul since
                                                        new, except
                                                        those engines
                                                        that are defined
                                                        as Configuration
                                                        Designator G.
(5) HPC Cutback Stator           E...................  Engines that
 Configuration Engines.                                 currently
                                                        incorporate any
                                                        revision of SBs
                                                        PW4ENG72-706,
                                                        PW4ENG72-704, or
                                                        PW4ENG72-711.
(6) Engines that have passed     F...................  Engines which
 Testing--21.                                           have
                                                        successfully
                                                        passed Testing--
                                                        21 performed in
                                                        accordance with
                                                        paragraph (i) or
                                                        (j) of this AD.
                                                        Once an engine
                                                        has passed a
                                                        Testing-21, it
                                                        will remain a
                                                        Configuration F
                                                        engine until the
                                                        HPC is
                                                        overhauled, or
                                                        is replaced with
                                                        a new or
                                                        overhauled HPC.
(7) Phase 3, 1st Run             G...................  Engines that
 Subpopulation Engines. These                           incorporated the
 engines are identified by                              Phase 3
 model and serial numbers (SNs)                         configuration at
 as follows:                                            the time they
PW4152: SN 724942 through SN                            were originally
 724944 inclusive; PW4158: SN                           manufactured,
 728518 through SN 728533                               that were built
 inclusive; PW4052, PW4056,                             from August 29,
 PW4060, PW4060A, PW4060C,                              1997 up to the
 PW4062: SN 727732 through SN                           incorporation of
 728000 inclusive and SN 729010                         the HPC inner
 inclusive;.                                            rear case with
PW4460, PW4462: SN 733813                               the Haynes
 through SN 733840 inclusive.                           material rear
                                                        hook at the
                                                        original engine
                                                        manufacturer and
                                                        have not had an
                                                        HPC overhaul
                                                        since new.

[[Page 16739]]

 
(8) Engines from Configuration   H...................  Engines that have
 G that have have passed                                successfully
 Testing-21.                                            passed Testing-
                                                        21 performed in
                                                        accordance with
                                                        paragraph (i) or
                                                        (j) of this AD.
                                                        Once an engine
                                                        has passed a
                                                        Testing-21, it
                                                        will remain a
                                                        Configuration H
                                                        engine until the
                                                        HPC is
                                                        overhauled, or
                                                        is replaced with
                                                        a new or
                                                        overhauled HPC.
(9) Engines installed on Boeing  I...................  Engines that have
 airplanes with a build                                 incorporated PW
 standard that incorporates a                           SB PW4ENG 72-55,
 ring case configuration (RCC)                          dated February
 rear HPC.                                              28, 2003, or
                                                        have been
                                                        manufactured
                                                        with an RCC rear
                                                        HPC.
------------------------------------------------------------------------

Configuration E Engines Installed on Boeing 747, 767, and MD-11 
Airplanes

    (b) For Configuration E engines, do the following:
    (1) Before further flight, limit the number of engines with 
Configuration E as described in Table 1 of this AD, to one on each 
airplane.
    (2) Remove all engines with Configuration E from service before 
accumulating 1,300 cycles-since-new (CSN) or cycles-since-conversion 
(CSC) to Configuration E, whichever is later.

Configuration G and H Engines Installed on Boeing 747, 767, MD-11, and 
Airbus A300 and A310 Airplanes

    (c) For Configuration G and H engines installed on Boeing 747, 
767, MD-11, and Airbus A300 and A310 airplanes, except as provided 
in paragraph (b) of this AD:
    (1) Before further flight, remove from service engines that 
exceed the CSN limits listed in the following Table 2. Thereafter, 
ensure that no Configuration G or H engines exceed the HPC CSN 
limits listed in Table 2 of this AD.

                                                         Table 2.-- Configuration G and H Limits
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                                                                    B767  PW4060
    Configuration  designator           B747  PW4056          B767  PW4052       B767  PW4056     PW4060A  PW4060C    MD-11  PW4460     A300/310  PW4152
                                                                                                       W4062              PW4462        PW4156A  PW4158
--------------------------------------------------------------------------------------------------------------------------------------------------------
G................................  1,700                   3,000              2,100              1,350              1,150              2,800
                                   CSN                     CSN                CSN                CSN                CSN                CSN
H................................  600 cycles-since-       600 CST            600 CST            600 CST            600 CST            600 CST
                                    passing Testing-21
                                    (CST)
--------------------------------------------------------------------------------------------------------------------------------------------------------

    (2) Prior to return to service and installed on Boeing 747 and 
767 airplanes, Configuration G and H engines must meet the 
requirements of paragraph (j) of this AD.
    (3) Prior to return to service and installed on Airbus or 
McDonnell Douglas airplanes, Configuration G or H engines must meet 
the requirements of paragraph (i) of this AD.

Engines Installed on Boeing 767 and MD-11 Airplanes

    (d) For engines installed on Boeing 767 and MD-11 airplanes, 
except as provided in paragraph (b) and (c) of this AD:
    (1) Before further flight, limit the number of engines that 
exceed the HPC CSN, HPC cycles-since-overhaul (CSO), or HPC CST 
limits in Table 3 of this AD, to no more than one engine per 
airplane. Thereafter, ensure that no more than one engine per 
airplane exceeds the HPC CSN, CSO, or CST limit in Table 3 of this 
AD.
    (2) Prior to return to service and installed on MD11 airplanes, 
engines must meet the requirements of paragraph (i) of this AD.
    (3) Prior to return to service and installed on Boeing 767 
airplanes, engines must meet the requirements of paragraph (j) of 
this AD.

Engines Installed on Boeing 747 Airplanes

    (e) Except as provided in paragraph (b) and (c) of this AD, 
before further flight, and thereafter, manage the engine 
configurations installed on Boeing 747 airplanes as follows:
    (1) Limit the number of Configuration A, B, C, or E engines that 
exceed the HPC CSN or HPC CSO limits listed in Table 3 of this AD, 
to not more than one engine per airplane. Table 3 follows:

                                                      Table 3.--Engine Limits for Boeing Airplanes
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                                                                         B767-  PW4060
  Configuration  designator         B747-  PW4056          B767-  PW4052          B767-  PW4056         PW4060A  PW4060C        MD-11  PW4460  PW4462
                                                                                                             PW4062
--------------------------------------------------------------------------------------------------------------------------------------------------------
A............................  1,400 CSN or CSO......  3,000 CSN or CSO.....  1,600 CSN or CSO.....  900 CSN or CSO.......  800 CSN or CSO.
B............................  2,100 CSN or CSO......  4,400 CSN or CSO.....  2,800 CSN or CSO.....  2,000 CSN or CSO.....  1,200 CSN or CSO.
C............................  2,100 CSO.............  4,400 CSO............  2,800 CSO............  2,000 CSO............  1,300 CSO.
D............................  2,600 CSN.............  4,400 CSN............  3,000 CSN............  2,200 CSN............  2,000 CSN.
E............................  750 CSN or CSO........  750 CSN or CSO.......  750 CSN or CSO.......  750 CSN or CSO.......  750 CSN or CSO.
F............................  800 CST...............  800 CST..............  800 CST..............  800 CST..............  800 CST.
--------------------------------------------------------------------------------------------------------------------------------------------------------


[[Page 16740]]

    (2) The single Configuration A, B, C, or E engine per airplane 
that exceeds the HPC CSN or CSO limits listed in Table 3 of this AD, 
must be limited to 2,600 HPC CSN or CSO for Configuration A, B, or C 
engines, or 1,300 HPC CSN or CSC to Configuration E, whichever is 
later, for Configuration E engines.
    (3) Remove from service Configuration D engines before 
accumulating 2,600 CSN.
    (4) Remove from service Configuration F engines before 
accumulating 800 CST.
    (5) Prior to return to service and installed on Boeing 
airplanes, Configuration A, B, C, D, and F engines must meet the 
requirements of paragraph (j) of this AD.

Engines Installed on Airbus A300 and A310 Airplanes

    (f) Use paragraphs (f)(1) through (f)(9) to determine which 
Airbus A300 PW4158 engine category 1, 2, or 3 limits of the 
following Table 4 of this AD apply to your engine fleet:

                                  Table 4.--Engine Limits for Airbus Airplanes
----------------------------------------------------------------------------------------------------------------
                                      A300 PW4158  category
     Configuration  designator       1, and A310 PW4156 and  A300 PW4158  category     A300 PW4158  category 3
                                             PW4156A           2, and A310 PW4152
----------------------------------------------------------------------------------------------------------------
A..................................  900 CSN or CSO........  1,850 CSN or CSO.....  500 CSN or CSO.
B..................................  2,200 CSN or CSO......  4,400 CSN or CSO.....  1,600 CSN or CSO.
C..................................  2,200 CSO.............  4,400 CSO............  1,600 CSO.
D..................................  4,400 CSN.............  4,400 CSN............  4,400 CSN.
E..................................  Not Applicable........  Not Applicable.......  Not Applicable.
F..................................  800 CST...............  800 CST..............  800 CST.
----------------------------------------------------------------------------------------------------------------

    (1) Determine the number of Group 3 takeoff surges experienced 
by engines in your fleet before April 13, 2001. Count surge events 
for engines that had an HPC overhaul and incorporated either SB PW 
4ENG 72-484 or SB PW4ENG 72-575 at the time of overhaul. Do not 
count surge events for engines that did not have the HPC overhauled 
(i.e. 1st run engine) or had the HPC overhauled but did not 
incorporate either SB PW4ENG 72-484 or SB PW4ENG 72-575. See 
paragraph (v)(5) of this AD for a definition of a Group 3 takeoff 
surge.
    (2) Determine the number of cumulative HPC CSO accrued by 
engines in your fleet before April 13, 2001. Count HPC CSO for 
engines that had an HPC overhaul and incorporated either SB PW4ENG 
72-484 or SB PW4ENG 72-575 at the time of overhaul. Do not count HPC 
CSO accrued on your engines while operating outside your fleet.
    (3) Calculate the surge rate by dividing the number of Group 3 
takeoff surges determined in paragraph (f)(1) of this AD, by the 
number of cumulative HPC CSO determined in paragraph (f)(2) of this 
AD, and then multiply by 1,000.
    (4) If the surge rate calculated in paragraph (f)(3) of this AD 
is less than 0.005, go to paragraph (f)(5) of this AD. If the surge 
rate calculated in paragraph (f)(3) of this AD is greater than or 
equal to 0.005, go to paragraph (f)(6) of this AD.
    (5) If the cumulative HPC CSO determined in paragraph (f)(2) of 
this AD is greater than or equal to 200,000 cycles, use A300 PW4158 
Category 2 limits of Table 4 of this AD. If less than 200,000 
cycles, go to paragraph (f)(7) of this AD.
    (6) If the surge rate calculated in paragraph (f)(3) of this AD 
is greater than 0.035, use A300 PW 4158 Category 3 limits of Table 4 
of this AD. If less than or equal to 0.035, go to paragraph (f)(7) 
of this AD.
    (7) Determine the percent of takeoffs with greater than a 1.45 
Takeoff engine pressure ratio (EPR) data for engines operating in 
your fleet. Count takeoffs from a random sample of at least 700 
airplane takeoffs that has occurred over at least a 3-month time 
period, for a period beginning no earlier than 23 months prior to 
the effective date of this AD. See paragraph (v)(6) of this AD for 
definition of Takeoff EPR data.
    (8) If there is insufficient data to satisfy the criteria of 
paragraph (f)(7) of this AD, use A300 PW4158 Category 3 limits of 
Table 4 of this AD.
    (9) If the percentage of takeoffs with greater than a 1.45 
Takeoff EPR data determined in paragraph (f)(7) of this AD is 
greater than 31%, use A300 PW 4158 Category 3 limits listed in Table 
4 of this AD. If the percentage of takeoffs with greater than a 1.45 
Takeoff EPR data determined in paragraph (f)(7) of this AD is less 
than or equal to 31%, use A300 PW 4158 Category 1 limits listed in 
Table 4 of this AD.
    (g) For engines installed on Airbus A300 or A310 airplanes, 
except as provided in paragraph (c) of this AD, before further 
flight, limit the number of engines that exceed the CSN, CSO, or CST 
limits listed in Table 4 of this AD, to no more than one engine per 
airplane. Thereafter, ensure that no more than one engine per 
airplane exceeds the HPC CSN, CSO, or CST limits listed in Table 4 
of this AD. See paragraph (i) of this AD for return to service 
requirements.
    (h) For Airbus A300 PW4158 engine operators, except those 
operators whose engine fleets are determined to be Category 3 
classification based on surge rate in accordance with paragraph 
(f)(6) of this AD, re-evaluate your fleet category within 6 months 
from the last evaluation, and thereafter, at intervals not to exceed 
6 months, using the following criteria:
    (1) For operators whose engine fleets are initially classified 
as Category 1 or 3 in accordance with paragraph (f) of this AD, 
determine the percent of takeoffs with greater than a 1.45 Takeoff 
EPR data for engines operating in your fleet. Count takeoffs from a 
sample of at least 200 takeoffs that occurred over the most recent 
six month time period since the last categorization was determined, 
or the total number of takeoffs accumulated over 6 months if less 
than 200 takeoffs. See paragraph (v)(6) of this AD for definition of 
takeoff EPR data.
    (i) If there is insufficient data to satisfy the criteria of 
paragraph (h)(1) of this AD, use A300 PW4158 Category 3 limits 
listed in Table 4 of this AD.
    (ii) If the percentage of takeoffs with greater than a 1.45 
Takeoff EPR data determined in paragraph (h)(1) of this AD is 
greater than 31%, use A300 PW4158 Category 3 limits listed in Table 
4 of this AD.
    (iii) If the percentage of takeoffs with greater than a 1.45 
Takeoff EPR data determined in paragraph (h)(1) of this AD is less 
than or equal to 31%, use A300 PW4158 Category 1 limits listed in 
Table 4 of this AD.
    (2) For operators whose engine fleets are initially classified 
as Category 2 in accordance with paragraph (f) of this AD, determine 
the percent of takeoffs with greater than a 1.45 Takeoff EPR data 
for engines operating in your fleet. Count takeoffs from a sample of 
at least 200 takeoffs that occurred over the most recent six month 
time period since the last categorization was determined, or the 
total number of takeoffs accumulated over 6 months if less than 200 
takeoffs. See paragraph (v)(6) of this AD for definition of takeoff 
EPR data.
    (i) If there is insufficient data to satisfy the criteria of 
paragraph (h)(2) of this AD, use A300 PW4158 Category 3 limits 
listed in Table 4 of this AD.
    (ii) If the percentage of takeoffs with greater than a 1.45 
Takeoff EPR data determined in paragraph (h)(2) of this AD is 
greater than 37%, use A300 PW4158 Category 3 limits listed in Table 
4 of this AD.
    (iii) If the percentage of takeoffs with greater than a 1.45 
Takeoff EPR data determined in paragraph (h)(2) of this AD is 
greater than or equal to 21% and less than or equal to 37%, use A300 
PW4158 Category 1 limits listed in Table 4 of this AD.
    (iv) If the percentage of takeoffs with greater than a 1.45 
Takeoff EPR data determined in paragraph (h)(2) of this AD is less 
than 21%, use A300 PW4158 Category 2 limits listed in Table 4 of 
this AD.

Return to Service Requirements for Engines To Be Installed on Airbus or 
McDonnell Douglas Airplanes

    (i) Engines removed from service in accordance with paragraph 
(c), (d), or (g) of this AD may be returned to service and installed 
on Airbus or McDonnell Douglas airplanes under the following 
conditions:

[[Page 16741]]

    (1) After passing a cool-engine fuel spike stability test 
(Testing-21) that has been done in accordance with one of the 
following PW4000 Engine Manuals (EM) as applicable, except for 
engines configured with Configuration E, or engines that have 
experienced a Group 3 takeoff surge:
    (i) PW4000 EM 50A443, 71-00-00, TESTING-21, dated March 15, 
2002.
    (ii) PW4000 EM 50A822, 71-00-00, TESTING-21, dated March 15, 
2002.
    (2) Engines tested before the effective date of this AD, in 
accordance with PW4000 EM 50A443, Temporary Revision No. 71-0026, 
dated November 14, 2001; or PW4000 EM 50A822, Temporary Revision No. 
71-0018, dated November 14, 2001; or PW Internal Engineering Notice 
(IEN) 96KC973D, dated October 12, 2001, meet the requirements of 
Testing-21; or
    (3) After passing an on-wing Testing-21 on PW4460 and PW4462 
engines installed on the MD-11 airplanes that has been done in 
accordance with Major IEN 02KCW13H, dated December 9, 2002 or done 
prior to the approval of Major IEN 02KCW13H, dated December 9, 2002 
in accordance with Minor IEN 02KCW13F, dated October 14, 2002 except 
for engines configured with Configuration E, or engines that have 
experienced a Group 3 takeoff surge; or
    (4) The engine HPC was replaced with an HPC that is new from 
production with no time in service; or
    (5) The engine HPC has been overhauled, or the engine HPC 
replaced with an overhauled HPC with zero cycles since overhaul; or
    (6) An engine that is either below or exceeds the limits of 
Table 3 or Table 4 of this AD may be removed and installed on 
another airplane without Testing-21, as long as the requirements of 
paragraph (c), (d), or (g) of this AD are met at the time of engine 
installation.

Return to Service Requirements for Engines To Be Installed on Boeing 
747 or 767 Airplanes

    (j) Engines removed from service in accordance with paragraph 
(c), (d), or (e) of this AD may be returned to service and installed 
on Boeing airplanes under the following conditions:
    (1) After passing a cool-engine fuel spike stability test 
(Testing-21) that has been done in accordance with PW4000 EM 50A605, 
71-00-00, Testing-21, dated March 15, 2002, except for engines 
configured with Configuration E, or engines that have experienced a 
Group 3 takeoff surge; or
    (2) Engines tested before the effective date of this AD, in 
accordance with PW IEN 96KC973D, dated October 12, 2001, or PW4000 
EM 50A605, Temporary Revision No. 71-0035, dated November 14, 2001 
meet the requirements of Testing-21; or
    (3) For PW4056 engines installed on Boeing 747 airplane, after 
successfully completing on-wing Testing-21 in accordance with Major 
IEN 02KCW13E, dated November 21, 2002 or if done prior to the 
approval of Major IEN 02KCW13E dated November 21, 2002 in accordance 
with Minor IEN's 02KCW13, dated October 14, 2002, 02KCW13A, dated 
October 14, 2002, 02KCW13C, dated July 25, 2002, or 02KCW13D, July 
29, 2002 except for engines configured with Configuration E, or 
engines that have experienced a Group 3 takeoff surge; or
    (4) An engine that is either below or exceeds the limits of 
Table 3 or Table 4 of this AD may be removed and installed on 
another airplane without Testing-21, as long as the requirements of 
paragraph (c), (d), or (e) of this AD are met at the time of engine 
installation.
    (5) Engine has incorporated the RCC rear HPC in accordance with 
PW SB PW4ENG 72-755, dated February 28, 2003. Completing this SB 
changes the engine configuration to Configuration I.

Phase 0 or Phase 1, FB2T or FB2B Fan Blade Configurations

    (k) For Configuration A, B, C, D, E, F, G, and H engines with 
Phase 0 or Phase 1, FB2T or FB2B fan blade configurations complying 
with the requirements of AD 2001-09-05, (66 FR 22908, May 5, 2001), 
AD 2001-09-10, (66 FR 21853, May 2, 2001), or AD 2001-01-10, (66 FR 
6449, January 22, 2001), do the following:
    (1) Operators complying with the ADs listed in paragraph (k) of 
this AD using the weight restriction compliance method, must perform 
Testing-21 in accordance with paragraph (i) or (j) of this AD 
whenever any quantity of fan blades are replaced with new fan 
blades, overhauled fan blades, or with fan blades having the leading 
edges recontoured after the effective date of this AD, if during the 
shop visit the HPC is not overhauled and separation of a major 
engine flange, located between ``A'' flange and ``T'' flange, does 
not occur.
    (2) If an operator changes from the weight restriction 
compliance method to the fan blade leading edge recontouring method 
after the effective date of this AD, testing-21 in accordance with 
paragraph (i) or (j) of this AD is required each time fan blade 
leading edge recontouring is done, if the fan blades accumulate more 
than 450 cycles since new or since fan blade overhaul, or since the 
last time the fan blade leading edges were recontoured.

Minimum Build Standard For Engines Installed on Airbus and McDonnell 
Douglas Airplanes

    (l) Use the following minimum build standards for engines to be 
returned to service and installed on Airbus and McDonnell Douglas 
airplanes:
    (1) After the effective date of this AD, do not install an 
engine with HPC and HPT modules where the CSO of the HPC is 1,500 
cycles or greater than the CSN or CSO of the HPT.
    (2) For any engine that undergoes an HPC overhaul after the 
effective date of this AD:
    (i) Inspect the HPC mid hook and rear hook of the HPC inner case 
for wear in accordance with PW Clean, Inspect and Repair (CIR) 
Manual PN 51A357, Section 72-35-68 Inspection/Check-04, Indexes 8-
11, dated March 15, 2002 or September 15, 2001. If the HPC rear hook 
is worn beyond serviceable limits, replace the HPC inner case rear 
hook with an improved durability hook in accordance with PW SB 
PW4ENG 72-714, Revision 1, dated November 8, 2001, or Chromalloy 
Florida Repair Procedure 00 CFL-039-0, dated December 27, 2000. If 
the HPC inner case mid hook is worn beyond serviceable limits, 
repair the HPC inner case mid hook in accordance with PW CIR PN 
51A357 Section 72-35-68, Repair-16, dated June 15, 1996, or in 
accordance with PW SB PW4ENG 72-749, dated June 17, 2002, or 
Chromalloy Florida Repair Procedure 02 CFL-024-0, dated September 
15, 2002.
    (ii) After the effective date of this AD, any engine that 
undergoes an HPC overhaul may not be returned to service unless it 
meets the build standard of PW SB PW4ENG 72-484, PW4ENG 72-486, 
PW4ENG 72-514, and PW4ENG 72-575. Engines that incorporate the Phase 
3 configuration already meet the build standard defined by PW SB 
PW4ENG 72-514.
    (3) After the effective date of this AD, any engine that 
undergoes separation of the HPC and HPT modules must not be 
installed on an airplane unless it meets the build standard of PW SB 
PW4ENG 72-514. Engines that incorporate the Phase 3 configuration 
already meet the build standard defined by PW SB PW4ENG 72-514.

Minimum Build Standard for Engines Installed on Boeing 747 and 767 
Airplanes

    (m) For engines to be returned to service and installed on 
Boeing 747 and 767 airplanes, after the effective date of this AD, 
any HPC module that is disassembled to a level that separates the 
HPC rear case assembly at H flange from the HPC module may not be 
returned to service unless the RCC rear HPC is incorporated in 
accordance with PW SB PW4ENG 72-755, dated February 28, 2003.

Stability Testing Requirements for Engines to be Installed on Airbus or 
McDonnell Douglas Airplanes

    (n) For engines to be installed on Airbus or McDonnell Douglas 
airplanes, after the effective date of this AD, Testing-21 must be 
performed in accordance with paragraph (i) of this AD, before an 
engine can be returned to service after having undergone maintenance 
in the shop, except under any of the following conditions:
    (1) The engine HPC was overhauled, or replaced with an 
overhauled HPC with zero cycles since overhaul; or the engine HPC 
was replaced with an HPC that is new from production with no time in 
service.
    (2) The shop visit did not result in the separation of a major 
engine flange located between ``A'' flange and ``T'' flange; or
    (3) Engines with an HPC having zero CSN or CSO, or engines that 
successfully passed Testing-21 with zero CST; and are split at 
Flange E for transportation reasons as specified in the applicable 
Storage/Transport section of the applicable Engine Manual.

Stability Testing Requirements for Engines to be Installed on Boeing 
747 or 767 Airplanes

    (o) For engines to be installed on Boeing 747 or 767 airplanes, 
after the effective date of this AD, Testing-21 must be performed in 
accordance with paragraph (j) of this AD, before an engine can be 
returned to service after having undergone maintenance in the

[[Page 16742]]

shop, except under any of the following conditions:
    (1) Engine HPC has incorporated the RCC rear HPC in accordance 
with PW SB PW4ENG 72-755, dated February 28, 2003. Completing this 
SB changes the engine configuration to Configuration I.
    (2) The shop visit did not result in the separation of a major 
engine flange located between ``A'' flange and ``T'' flange; or
    (3) Engines that successfully passed Testing-21 with zero CST, 
and are split at Flange E for transportation reasons as specified in 
the applicable Storage/Transport section of the applicable EM.

Thrust Rating Changes, Installation Changes, and Engine Transfers

    (p) When a thrust rating change has been made by using the 
Electronic Engine Control (EEC) programming plug, or an installation 
change has been made during an HPC overhaul, use the lowest cyclic 
limit of Table 3 or Table 4 of this AD, associated with any engine 
thrust rating change or with any installation change made during 
this period. See paragraph (v)(2) for definition of HPC overhaul 
period.
    (q) When a PW4158 engine is transferred to another PW4158 engine 
operator whose engine fleet has a different category, use the lowest 
cyclic limit in Table 4 of this AD that was used or will be used 
during the affected HPC overhaul period.
    (r) When a PW4158 engine operator whose engine fleet changes 
category in accordance with paragraph (h) of this AD, use the lowest 
cyclic limits in Table 4 of this AD that were used or will be used 
during the affected HPC overhaul period.
    (s) Engines with an HPC having zero CSN or CSO at the time of 
thrust rating change, or installation change, or engine transfer 
between PW4158 engine operators, or subsequent change in operator 
engine fleet category in accordance with paragraph (h) of this AD in 
the direction of lower to higher Table 4 limits, are exempt from the 
lowest cyclic limit requirement in paragraphs (p), (q), and (r) of 
this AD.

Engines That Surge

    (t) For engines that experience a surge, and after 
troubleshooting procedures are completed for airplane-level surge 
during forward or reverse thrust, do the following:
    (1) For engines that experience a Group 3 takeoff surge, remove 
the engine from service before further flight and for engines that 
will be installed on Airbus or McDonnell Douglas airplanes, perform 
an HPC overhaul; or for engines that will be installed on Boeing 
airplanes, incorporate the RRC rear HPC in accordance with PW SB 
PW4ENG 72-755, dated February 28, 2003.
    (2) For any engine that experiences a forward or reverse thrust 
surge at EPR's greater than 1.25 that is not a Group 3 takeoff 
surge, do the following:
    (i) For Configuration A, B, C, D, F, G, and H engines, remove 
engine from service within 25 CIS or before further flight if 
airplane-level troubleshooting procedures require immediate engine 
removal, and perform Testing-21 in accordance with paragraph (i) or 
(j) of this AD, as applicable.
    (ii) For Configuration E engines, remove engine from service 
within 25 CIS or before further flight if airplane-level 
troubleshooting procedures require immediate engine removal.
    (3) Paragraphs (t)(1) and (t)(2) are not applicable to engines 
that incorporate the RCC rear HPC in accordance with PW SB PW4ENG 
72-755, dated February 28, 2003.

Terminating Action for Boeing Airplanes

    (u) For Boeing operators with PW4000 engines installed on Boeing 
747 or Boeing 767 airplanes, modify the engine HPC assembly by 
incorporating the RCC rear HPC in accordance with PW SB PW4ENG 72-
755, dated February 28, 2003 as follows:
    (1) For engines installed on Boeing 767 airplanes, manage the 
engine configuration installed on the airplanes in your fleet as 
follows:
    (i) By May 31, 2006 and thereafter, ensure that at least one 
Configuration I engine is installed on the airplane.
    (ii) After May 31, 2006, the non-Configuration I engine 
installed on the airplane must have incorporated the Haynes material 
in the HPC inner case rear hook during the original engine build or 
during an HPC overhaul in accordance with PW4ENG 72-714, dated June 
27, 2000 or Revision 1, dated November 8, 2001, or Chromalloy 
Florida Repair procedure 00CFL-039-0, dated December 27, 2000.
    (2) For engines installed on Boeing 747 airplanes, manage the 
engine configuration installed on the airplanes in your fleet as 
follows:
    (i) By January 31, 2007 and thereafter, ensure that no more than 
one non-Configuration I engine is installed on the airplane.
    (ii) After January 31, 2007, the non-Configuration I engine 
installed on the airplane must have incorporated the Haynes-material 
in the HPC inner case rear hook during the original build or during 
an HPC overhaul in accordance with PWENG 72-714, dated June 27, 
2000, or Revision 1, dated November 8, 2001, or Chromalloy Florida 
Repair procedure 00CFL-039-0, dated December 27, 2000.
    (3) Prior to June 30, 2009 or whenever the HPC module is 
disassembled to a level that separates the HPC rear case assembly at 
H flange from the HPC module, whichever occurs first, incorporate 
the RCC rear HPC in accordance with PW SB PW4ENG 72-755, dated 
February 28, 2003. Engines incorporating the RCC rear HPC are 
Configuration I engines. See paragraph (v)(7) for definition of HPC 
rear case assembly.
    (4) Incorporation of the RCC rear HPC constitutes terminating 
action to the Testing-21 requirements as specified in paragraph (o) 
of this AD, and engine stagger limit requirements as specified in 
paragraphs (c), (d), and (e) of this AD for engines installed on 
Boeing airplanes.

    Note 2:
    Terminating action to this AD for engines installed on Airbus 
and McDonnell Douglas airplanes is pending RCC rear HPC 
certification to 14 CFR part 25. Once approved, this AD will be 
superseded to add terminating action requirements for the Airbus and 
McDonnell Douglas fleets.

Definitions

    (v) For the purposes of this AD, the following definitions 
apply:
    (1) An HPC overhaul is defined as restoration of the HPC stages 
5 through 15 blade tip clearances to the limits specified in the 
applicable fits and clearances section of the engine manual.
    (2) An HPC overhaul period is defined as the time period between 
HPC overhauls.
    (3) An HPT overhaul is defined as restoration of the HPT stage 1 
and 2 blade tip clearances to the limits specified in the applicable 
fits and clearances section of the engine manual.
    (4) A Phase 3 engine is identified by a (-3) suffix after the 
engine model number on the data plate if incorporated at original 
manufacture, or a ``CN'' suffix after the engine serial number if 
the engine was converted using PW SBs PW4ENG 72-490, PW4ENG 72-504, 
or PW4ENG 72-572 after original manufacture.
    (5) A Group 3 takeoff surge is defined as the occurrence of any 
of the following engine symptoms that usually occur in combination 
during an attempted airplane takeoff operation (either at reduced, 
derated or full rated takeoff power setting) after takeoff power 
set, which can be attributed to no specific and correctable fault 
condition after completing airplane-level surge during forward 
thrust troubleshooting procedures:
    (i) Engine noises, including rumblings and loud ``bang(s).''
    (ii) Unstable engine parameters (EPR, N1, N2, and fuel flow) at 
a fixed thrust setting.
    (iii) Exhaust gas temperature (EGT) increase.
    (iv) Flames from the inlet, the exhaust, or both.
    (6) Takeoff EPR data is defined as Maximum Takeoff EPR if 
takeoff with Takeoff-Go-Around (TOGA) is selected or Flex Takeoff 
EPR if takeoff with Flex Takeoff (FLXTO) is selected. Maximum 
Takeoff EPR or Flex Takeoff EPR may be recorded using any of the 
following methods:
    (i) Manually recorded by the flight crew read from the Takeoff 
EPR power management table during flight preparation (see Aircraft 
Flight Manual (AFM) chapter 5.02.00 and 6.02.01, or Flight Crew 
Operation Manual (FCOM) chapter 2.09.20) and then adjusted by adding 
0.010 to the EPR value recorded; or
    (ii) Automatically recorded during Takeoff at 0.18 Mach Number 
(Mn) (between 0.15 and 0.20 Mn is acceptable) using an aircraft 
automatic data recording system and then adjusted by subtracting 
0.010 from the EPR value recorded; or
    (iii) Automatically recorded during takeoff at maximum EGT, 
which typically occurs at 0.25--0.30 Mn, using an aircraft automatic 
data recording system.
    (7) HPC rear case assembly is defined as the HPC rear case with 
heat shields and other minor detail parts installed within the HPC 
rear case, but not including the HPC rear segmented stators.

Alternative Methods of Compliance

    (w) An alternative method of compliance or adjustment of the 
compliance time that provides an acceptable level of safety may be

[[Page 16743]]

used if approved by the Manager, Engine Certification Office (ECO). 
Operators must submit their request through an appropriate FAA 
Principal Maintenance Inspector, who may add comments and then send 
it to the Manager, ECO.

    Note 3:
    Information concerning the existence of approved alternative 
methods of compliance with this airworthiness directive, if any, may 
be obtained from the ECO.

Special Flight Permits

    (x) Special flight permits may be issued in accordance with 
Sec. Sec.  21.197 and 21.199 of the Federal Aviation Regulations (14 
CFR 21.197 and 21.199) to operate the airplane to a location where 
the requirements of this AD can be done.

Testing-21 Reports

    (y) Within 60 days of test date, report the results of the cool-
engine fuel spike stability assessment tests (Testing-21) and on-
wing Testing-21 to the ANE-142 Branch Manager, Engine Certification 
Office, 12 New England Executive Park, Burlington, MA 01803-5299, or 
by electronic mail to [email protected]. Reporting 
requirements have been approved by the Office of Management and 
Budget and assigned OMB control number 2120-0056. Be sure to include 
the following information:
    (1) Engine serial number.
    (2) Engine configuration designation per Table 1 of this AD.
    (3) Date of the cool-engine fuel spike stability test or on-wing 
Testing-21, as applicable.
    (4) HPC Serial Number, and HPC time and cycles-since-new and 
since-compressor-overhaul at the time of the test.
    (5) Results of the test (Pass or Fail).

    Issued in Burlington, Massachusetts, on March 31, 2003.
Francis A. Favara,
Acting Manager, Engine and Propeller Directorate, Aircraft 
Certification Service.
[FR Doc. 03-8328 Filed 4-4-03; 8:45 am]
BILLING CODE 4910-13-U