[Federal Register Volume 68, Number 109 (Friday, June 6, 2003)]
[Rules and Regulations]
[Pages 33844-33854]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 03-13782]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000-NE-47-AD; Amendment 39-13177; AD 2003-11-18]
RIN 2120-AA64


Airworthiness Directives; Pratt and Whitney PW4000 Series 
Turbofan Engines

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule.

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

DATES: Effective July 7, 2003. The incorporation by reference of 
certain publications listed in the regulations is approved by the 
Director of the Federal Register as of July 7, 2003.
    The incorporation by reference of certain other publications, as 
listed in the regulations, were approved previously by the Director of 
the Federal Register as of January 17, 2002 (67 FR 1, January 2, 2002), 
and November 12, 2002 (67 FR 65484, October 25, 2002).

ADDRESSES: The service information referenced in this AD may be 
obtained from Pratt & Whitney, 400 Main St., East Hartford, CT 06108, 
telephone (860) 565-6600; fax (860) 565-4503. This information may be 
examined, by appointment, at the Federal Aviation Administration (FAA), 
New England Region, Office of the Regional Counsel, 12 New England 
Executive Park, Burlington, MA; or at the Office of the Federal 
Register, 800 North Capitol Street, NW., suite 700, Washington, DC.

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

SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal 
Aviation Regulations (14 CFR part 39) by superseding AD 2002-21-10, 
Amendment 39-12916 (67 FR 65484, October 25, 2002), which is applicable 
to PW model 4000 series turbofan engines was published in the Federal 
Register on April 7, 2003, (68 FR 16736). That action proposed to 
require interim actions to address engine takeoff power loss events 
until the HPC case is redesigned and available for incorporation on the 
PW4000 engines. That action also proposed to add on-wing Testing-21 to 
engines installed on Boeing 747 and MD-11 airplanes, and add the 
requirement to install a new RCC rear HPC on engines installed in the 
Boeing fleet as terminating action to the requirements of this AD.

Comments

    Interested persons have been afforded an opportunity to participate 
in the making of this amendment. Due consideration has been given to 
the comments received.

Embedded Engine Configuration

    One commenter states that proposed paragraph (u)(1)(ii) embeds an 
engine configuration that is not listed in Table 1 of the proposed AD 
and requires operators to replace the rear hook regardless of whether 
or not it is worn beyond serviceable limits. In addition, the commenter 
states that it is an undue burden on the operators to track and 
maintain an additional build configuration not previously tracked.
    The FAA does not agree. For engines installed on Boeing airplanes, 
after the effective date of this AD, any time a Segmented Case 
Configuration (SCC) HPC module is disassembled to a level that 
separates the HPC rear case assembly from the HPC module at the H 
flange, the RCC rear HPC must be incorporated making the replacement of 
the rear hook a non-issue. After May 31, 2006, any SCC HPC engine 
installed on

[[Page 33845]]

Boeing airplanes must have incorporated a Haynes material HPC inner 
case rear hook. This requirement maintains the appropriate safety level 
and the intent of the fleet management plan to reduce the risk of a 
group 3 surge event. The FAA does not agree that tracking SCC engines 
with a Haynes material HPC inner case rear hook as well as RCC HPC 
engines imposes an undue burden on operators.

Service Bulletin Updated

    One commenter notes that proposed paragraphs (j)(5), (m), (o)(1), 
(t)(1), (u), (u)(3), and Table (9) reference service bulletin (SB) 
PW4ENG 72-755, dated February 28, 2003, however the subject SB has been 
updated to Revision 1, dated April 8, 2003.
    The FAA agrees. Since the issuance of the proposed rule, Revision 1 
to SB PW4ENG 72-755 was issued on April 8, 2003, to correct various 
typographical errors, and Revision 2 was issued on May 23, 2003, to 
change the part number of two brackets due to interference concerns. 
The FAA has reviewed the data and concurs with these minor changes to 
the SB. The final rule incorporates SB PW4ENG 72-755, Revision 2, dated 
May 23, 2003.

Alternate Shroud Repair

    Two commenters state that proposed paragraph (m) defines a minimum 
build standard for Boeing 747 and 767 airplanes that requires an HPC 
module to incorporate the requirements of SB PW4ENG 72-755. One of the 
requirements of that SB changes the abradable sealing surface material 
for the stage 5, 6, and 7 shrouds from felt metal (PWA 24-1) to plasma 
spray (PWA279), and states that this work should be done by a PW repair 
facility. The commenters note that Chromalloy Georgia has an FAA-
approved procedure for repairing these shrouds with plasma spray and 
request that the FAA include the alternate Chromalloy Georgia process 
in the Additional Service Information section of the AD, and in 
paragraphs (m), (u) and (u)(3).
    The FAA does not agree. The AD mandates the incorporation of the 
RCC HPC into the module in accordance with SB PW4ENG 72-755 and 
mandates any concurrent requirements of SB PW4ENG 72-755. The other 
provisions of SB PW4ENG 72-755 may be done by any method, technique, 
and practice that is either prescribed in the current manufacturer's 
maintenance manual or Instructions for Continued Airworthiness or is 
acceptable to the administrator. Thus, the final rule requires only 
that after the effective date of that AD, the RCC rear HPC must have a 
plasma spray abradable sealing surface, but does not mandate how that 
surface must be applied. In this instance, the Chromalloy Georgia 
procedures numbers 96 CGT 073-08 and 96 CGT 085-05 are acceptable 
methods for applying plasma spray abradable material for this shroud 
repair.

Accuracy of Economic Analysis

    Two commenters question the accuracy of the economic analysis. 
These commenters suggest that the NPRM's economic analysis understated 
the required parts cost of approximately $119,500 per engine.
    The FAA does not agree. The NPRM's economic analysis reflects the 
average incremental cost of incorporating the RCC per engine during a 
heavy maintenance HPC compressor shop visit. This is based on the cost 
of the RCC hardware including the valve and harness changes, and 
deducts the cost of the SCC overhaul. While the actual cost for an 
engine may be higher or lower than the $119,500, based on variations 
between the worldwide overhaul facilities to perform a SCC HPC overhaul 
and variations of work done in-house by the operator, the FAA believes 
its use of an average cost fairly estimates the economic burden of this 
AD.

Typographical Error

    Three commenters note a typographical error in proposed Table 1, 
item 9 (Configuration I), where Service Bulletin ``PW4ENG 72-55'' 
should read ``PW4ENG 72-755''.
    The FAA agrees, and has changed the final rule accordingly.

Clarifications

    One commenter notes that in proposed paragraph (c) (1) the text of 
CSN limits should be revised to read ``CSN or CST limits'', to 
eliminate any possible confusion.
    The FAA agrees and has changed the final rule accordingly.
    One commenter suggests a wording change to proposed paragraph 
(e)(3) and (e)(4) from ``remove from service'', to ``remove from 
service or perform on-wing Testing-21''. The commenter states that this 
change would highlight that on-wing Testing-21 is an option.
    The FAA agrees and has changed the final rule accordingly.

Service Bulletin 72-749

    One commenter requests that proposed paragraph (u)(2)(ii) include a 
reference to PW SB PW4ENG 72-749, Revision 1, dated January 8, 2003, 
since this SB incorporates the Haynes material HPC inner case rear hook 
and HPC inner case mid hook.
    The FAA agrees and has added a reference to PW SB PW4ENG 72-749, 
dated June 2002, and Revision 1 of that SB, dated January 8, 2003, as 
additional methods of compliance to this paragraph as well as paragraph 
(u)(1)(ii) of the final rule.

Requirements Too Restrictive

    Two commenters state that proposed paragraph (o)(2) is too 
restrictive and will result in numerous requests for alternative 
methods of compliance (AMOC). The commenters gave examples when the 
flange between ``A'' and ``T'' can be separated, without disturbing the 
gas path. These commenters request that the FAA remove the requirement 
for Testing-21 on engines that, during a shop visit, have a flange 
separation without disturbing the gas path hardware.
    The FAA agrees. Paragraph (o)(2) of the final rule has been changed 
to be less restrictive for engines in the shop that have had a flange 
separation between ``A'' and ``T'' flanges by removing the Testing-21 
requirement if, the engine is reassembled with the gas path-related 
components remaining in the as-removed condition.

Remove Reference to Service Document

    One commenter states that in paragraph (l)(2)(i) of the proposed 
rule, the PW Clean, Inspect, and Repair (CIR) Manual 51A357, Section 
72-35-68, Inspection/Check-04, Indexes 8-11, dated September 15, 2001, 
or dated March 15, 2002, should have only used the March 15, 2002 date.
    The FAA does not agree. The final rule retains the September 15, 
2001, reference and adds CIR 72-35-68 Insp/Chk-04, Indexes 8-11, dated 
December 15, 2002, as an additional method to inspect the HPC mid hook 
and rear hook of the HPC inner case for wear.

Table 1 Serial Number Errors

    One commenter states that proposed Table 1 has serial number errors 
in the configuration designator ``G'' where the table identifies the 
Phase 3, 1st Run Subpopulation Engines by model and serial numbers. The 
serial numbers for the PW4052, PW4056, PW4060, PW4060A, PW4060C, and 
PW4062 rating are incorrect. The commenter states that the correct 
serial numbers should be SN 727732 through SN 728000 inclusive and SN 
729001 through SN 729010 inclusive.
    The FAA agrees and has changed the final rule accordingly.

[[Page 33846]]

Configuration Designator G Description

    One commenter states that the description for configuration 
designator G in Table 1 of the proposed rule, should be more specific 
with respect to the Haynes material, and should reference PW4ENG 72-
714, dated June 27, 2000; or Revision 1, dated November 8, 2001; or 
Chromalloy Florida Repair procedure 00CFL-039-0 dated December 27, 
2000.
    The FAA does not agree. Configuration G engines, listed by serial 
number, are first run Phase 3 engines produced without Haynes material 
in the HPC inner case rear hook. Since these engines specifically do 
not have Haynes material HPC inner case rear hooks, the FAA does not 
believe it is necessary to list out the PW SBs or Chromalloy Florida 
Repair procedure. However the wording in the description has been 
changed for clarification.

Include Future Revisions of Documents

    One commenter requests that the FAA consider the practice of 
referencing a document with a specified control date, inclusive of 
future revisions in an effort to eliminate the errors to NPRMs and the 
need to request AMOCs when the referenced material is subsequently 
revised.
    The FAA does not agree. The FAA cannot incorporate by reference a 
document before that document has been published. Therefore, since each 
revision to a SB is considered a separate document for purposes of 
incorporation by reference, it is not legally possible for the FAA to 
approve future revisions before they are published. The FAA will 
continue to use the AMOC process to approve a later revision of an SB 
or other service documents incorporated by reference in an AD as an 
AMOC to the original SB.

Use Compressor Age to Control Ring Case Configuration Incorporation

    One commenter feels it would be more appropriate for the AD to 
control RCC incorporation based on compressor age, as opposed to a 
specified date based on forecasted aircraft utilization.
    The FAA does not agree. The compliance dates within the final rule 
use the current average airplane and engine utilization rates for the 
total fleet. If an operator has a utilization rate outside of this 
average, the operator can use the AMOC process to seek relief. The risk 
accumulation of the operator's fleet would be evaluated against the 
risk model predictions of the total fleet.

Add Terminating Action for Engines Installed on Airbus Fleet

    One commenter suggests that this final rule include the 
incorporation of the RCC rear HPC as terminating action for engines 
installed on the Airbus fleet.
    The FAA does not agree. The FAA is currently evaluating proposals 
for terminating actions for Airbus and McDonnell Douglas fleets. Once 
those proposals are found to meet the airworthiness standards for both 
engines and transport category aircraft, the FAA will incorporate those 
terminating actions into this AD. The FAA believes, however, that the 
current rule should be revised now in order to maintain the desired 
level of safety based on the fleet-wide risk analysis.

Request to Add PW4062A Model to Applicability

    One commenter states that the applicability section of the proposal 
does not include the PW4062A model engine. Since this engine is 
currently used on the Boeing 747-400F airplane and is subject to 
takeoff power losses due to HPC surges, this commenter requests that 
this model be included in the applicability section.
    The FAA does not agree. The PW4062A engine model is intentionally 
not added to the applicability section of this AD. The amended Type 
Certificate adding the PW4062A model included as part of the PW4062A 
design the interim measures applied to other engine models to address 
this known high power surge issue. Those measures appear in the 
Limitation Section of Chapter 5 in the PW4062A Engine Manual. The 
terminating action for PW4062A model engines installed on Boeing 
aircraft, the installation of a ring case compressor (RCC), will be 
addressed in a separate AD that applies to the PW4062A model. The FAA 
will consider adding the PW4062A engine model to this AD in the future 
once terminating action is developed and approved for the Airbus and 
McDonnell Douglas fleets.

Minimum Build Requirements Inadvertently Omitted

    One commenter notes that proposed paragraph (m) does not include 
the minimum build HPT/HPC mismatch requirement, or the incorporation of 
SB PW4ENG 72-514, both previously mandated for the SCC HPC engines 
installed on Boeing airplanes. This commenter points out that it is 
feasible to have a SCC HPC engine enter the shop, have no work done to 
the HPC, and be returned to a Boeing airplane. This commenter questions 
whether these omissions were an oversight.
    The FAA agrees that these omissions were an oversight. While the 
HPC/HPT mismatch or SB PW4ENG 72-514 minimum build standard 
requirements are not required for RCC HPC engines, the FAA intended 
that these two requirements form part of the minimum build standard for 
all SCC HPC engines, regardless of whether the engine is installed on 
Boeing, Airbus or MD-11 airplanes. Therefore, the FAA revised paragraph 
(m) of the final rule to include these two requirements for the SCC HPC 
engines installed on the Boeing fleet.

AD Compliance Considered More Restrictive Than PW SB Compliance

    One commenter states that the compliance of proposed paragraph (m), 
which requires the ring case incorporation when the HPC module is 
disassembled to a level that separates the HPC rear case assembly from 
the HPC module at the H flange, is more restrictive than the PW SBs 
compliance category 6. This commenter requests that paragraph (m) 
define the compliance to be the same as a PW SB compliance category 6.
    The FAA agrees. It was intended that the compliance for paragraph 
(m) of the AD be equivalent to a PW SB compliance category 6. 
Therefore, for clarification, the FAA has added the word ``fully'', to 
paragraphs (m) and (u) of the final rule, to clarify that a fully 
separated H flange from the HPC module is the same as PW SB compliance 
category 6.

Request for Drawdown Time

    One commenter requests that the FAA allow one or two months of 
drawdown time from the effective date of the AD, for RCC incorporation. 
The commenter asks that the FAA consider that some operators may not be 
ready to do the incorporation by the time the AD is in effect.
    The FAA does not agree. The final rule will not be effective until 
30 days after publication, providing adequate time to prepare to comply 
with this AD.

Request for Reduced Test Interval

    One commenter asks the FAA to consider as an addition to proposed 
paragraph (u)(2)(i) to allow two SCC HPC engines on an airplane after 
January 31, 2007, provided that the Testing-21 interval be reduced in 
half, to 400 hours-since-last-test. The commenter suggests that the 
reduced interval can account for an additional SCC HPC engine 
installation.
    The FAA does not agree. Proposing two SCC HPC engines on-wing after 
January 31, 2007, with a Testing-21

[[Page 33847]]

interval reduction by half, results in a dual engine group 3 surge risk 
greater than the FAA proposal. Since the commenter's proposal does not 
have an equivalent risk to the requirement of proposed (u)(2)(i), the 
FAA has not made this change.

Additional Clarification

    In addition, the FAA has added clarification to proposed paragraph 
(f) to ensure that the intent of this AD is, after the effective date, 
to allow only new Airbus operators to apply the initial categorization 
criteria of proposed paragraphs (f)(1) through (f)(9). Those operators 
who have complied with paragraph (f) in accordance with the current AD, 
AD 2002-21-10, should not re-apply paragraphs (f)(1) through (f)(9) of 
the final rule after the effective date of this AD.

Revised or Added Service Documents

    Since the issuance of the NPRM, service documents PW SB PW4ENG 72-
714, Revision 2, dated February 28, 2003; PW SB PW4ENG 72-749, Revision 
1, dated January 8, 2003; PW SB PW4ENG 72-755, Revision 2, dated May 
23, 2003; PW CIR PN51357, Section 72-35-68, Inspection/Check-04, Index 
8-11, dated December 15, 2002, and PW4000 EM 50A605, 71-00-00, Testing 
21, dated June 15, 2003, and, have been issued as revisions to service 
documents referenced in the proposed rule. The FAA has reviewed and 
approved these documents, has added them to the appropriate compliance 
paragraphs as additional methods of compliance, and has added them to 
the list of documents that have been incorporated by reference.

Removal of a Service Document

    The manufacturer has submitted data which supports removing from 
the final rule CIR 51A357, Section 72-35-68, Repair-16, which is an HPC 
inner rear case mid hook Greek Ascoloy weld repair. Currently, the 
existing AD allows the repair of the HPC inner mid hook using either 
Greek Ascoloy or Haynes material. Service Bulletin PW4ENG 72-749 
replaces both the HPC inner rear case mid hook and inner case rear hook 
with hooks made of Haynes material. There is evidence that indicates 
that the best configuration for a SCC HPC inner rear case is to have 
Haynes material mid and rear hooks. The FAA has reviewed the data, and 
based on the incorporation of the RCC HPC modules, believes this 
configuration has low impact on the fleet. Therefore, proposed 
paragraph (l)(2)(i) has been revised to remove CIR 51A357, Section 72-
35-68, Repair-16.
    After careful review of the available data, including the comments 
noted above, the FAA has determined that air safety and the public 
interest require the adoption of the rule with the changes described 
previously. The FAA has determined that these changes will neither 
increase the economic burden on any operator nor increase the scope of 
the AD.

Regulatory Analysis

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

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

Adoption of the Amendment

0
Accordingly, pursuant to the authority delegated to me by the 
Administrator, the Federal Aviation Administration amends part 39 of 
the Federal Aviation Regulations (14 CFR part 39) as follows:

PART 39--AIRWORTHINESS DIRECTIVES

0
1. The authority citation for part 39 continues to read as follows:

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


Sec.  39.13  [Amended]

0
2. Section 39.13 is amended by removing Amendment 39-12916 (67 FR 
65484, October 25, 2002) and by adding a new airworthiness directive, 
Amendment 39-13177, to read as follows:

2003-11-18 Pratt & Whitney: Amendment 39-13177. Docket No. 2000-NE-
47-AD. Supersedes AD 2002-21-10, Amendment 39-12916.

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

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

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

                                     Table 1.--Engine Configuration Listing
----------------------------------------------------------------------------------------------------------------
              Configuration                        Configuration designator                  Description
----------------------------------------------------------------------------------------------------------------
(1) Phase 1 without high pressure turbine  A......................................  Engines that did not
 (HPT) 1st turbine vane cut back stator                                              incorporate the Phase 3
 (1TVCB).                                                                            configuration at the time
                                                                                     they were originally
                                                                                     manufactured, or have not
                                                                                     been converted to Phase 3
                                                                                     configuration; and have not
                                                                                     incorporated HPT 1TVCB
                                                                                     using any Revision of
                                                                                     service bulletin (SB)
                                                                                     PW4ENG 72-514.

[[Page 33848]]

 
(2) Phase 1 with 1TVCB...................  B......................................  Same as Configuration A
                                                                                     except that HPT 1TVCB has
                                                                                     been incorporated using any
                                                                                     Revision of SB PW4ENG 72-
                                                                                     514.
(3) Phase 3, 2nd Run.....................  C......................................  Engines that incorporated
                                                                                     the Phase 3 configuration
                                                                                     at the time they were
                                                                                     originally manufactured, or
                                                                                     have been converted to the
                                                                                     Phase 3 configuration
                                                                                     during service; and that
                                                                                     have had at least one HPC
                                                                                     overhaul since new.
(4) Phase 3, 1st Run.....................  D......................................  Same as Configuration C
                                                                                     except that the engine has
                                                                                     not had an HPC overhaul
                                                                                     since new, except those
                                                                                     engines that are defined as
                                                                                     Configuration Designator G.
(5) HPC Cutback Stator Configuration       E......................................  Engines that currently
 Engines.                                                                            incorporate any Revision of
                                                                                     SBs PW4ENG 72-706, PW4ENG
                                                                                     72-704, or PW4ENG 72-711.
(6) Engines that have passed Testing-21..  F......................................  Engines which have
                                                                                     successfully passed Testing-
                                                                                     21 performed in accordance
                                                                                     with paragraph (i) or (j)
                                                                                     of this AD. Once an engine
                                                                                     has passed a Testing-21, it
                                                                                     will remain a Configuration
                                                                                     F engine until the HPC is
                                                                                     overhauled, or is replaced
                                                                                     with a new or overhauled
                                                                                     HPC.
(7) Phase 3, 1st Run Subpopulation         G......................................  Engines that incorporated
 Engines. These engines are identified by                                            the Phase 3 configuration
 model and serial numbers (SNs) as                                                   and did not incorporate
 follows:.                                                                           Haynes material HPC inner
                                                                                     case rear hook at the time
                                                                                     they were originally
                                                                                     manufactured, that were
                                                                                     built from August 29, 1997
                                                                                     up to the incorporation of
                                                                                     the HPC inner rear case
                                                                                     with Haynes material rear
                                                                                     hook at the original engine
                                                                                     manufacturer and have not
                                                                                     had an HPC overhaul since
                                                                                     new.
PW4152: SN 724942 through SN 724944                                                 ............................
 inclusive;
PW4158: SN 728518 through SN 728533                                                 ............................
 inclusive;
PW4052, PW4056, PW4060, PW4060A, PW4060C,                                           ............................
 PW4062: SN 727732 through SN 728000
 inclusive and SN 729001 through SN
 729010 inclusive;
PW4460, PW4462: SN 733813 through SN                                                ............................
 733840 inclusive.
(8) Engines from Configuration G that      H......................................  Engines that have
 have passed Testing-21.                                                             successfully passed Testing-
                                                                                     21 performed in accordance
                                                                                     with paragraph (i) or (j)
                                                                                     of this AD. Once an engine
                                                                                     has passed a Testing-21, it
                                                                                     will remain a Configuration
                                                                                     H engine until the HPC is
                                                                                     overhauled, or is replaced
                                                                                     with a new or overhauled
                                                                                     HPC.
(9) Engines installed on Boeing airplanes  I......................................  Engines that have
 with a build standard that incorporates                                             incorporated PW SB PW4ENG
 a ring case configuration (RCC) rear HPC.                                           72-755, Revision 2, dated
                                                                                     May 23, 2003, or have been
                                                                                     manufactured with an RCC
                                                                                     rear HPC.
----------------------------------------------------------------------------------------------------------------

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

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

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

    (c) For Configuration G and H engines installed on Boeing 747, 
767, MD-11, and Airbus A300 and A310 airplanes, except as provided 
in paragraph (b) of this AD:
    (1) Before further flight, remove from service engines that 
exceed the CSN or cycles-since-Testing-21 (CST) limits listed in the 
following Table 2. Thereafter, ensure that no Configuration G or H 
engines exceed the HPC CSN or CST limits listed in Table 2 of this 
AD.

                                                         Table 2.--Configuration G and H Limits
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                                                                 B767  PW4060
    Configuration  designator        B747  PW4056        B767  PW4052        B767  PW4056      PW4060A  PW4060C      MD-11  PW4460     A300/310  PW4152
                                                                                                    PW4062              PW4462          PW4156A  PW4158
--------------------------------------------------------------------------------------------------------------------------------------------------------
G...............................  1,700 CSN.........  3,000 CSN.........  2,100 CSN.........  1,350 CSN.........  1,150 CSN.........  2,800 CSN
H...............................  600 CST...........  600 CST...........  600 CST...........  600 CST...........  600 CST...........  600 CST
--------------------------------------------------------------------------------------------------------------------------------------------------------

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

Engines Installed on Boeing 767 and MD-11 Airplanes

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

[[Page 33849]]

exceeds the HPC CSN, CSO, or CST limit in Table 3 of this AD.
    (2) Prior to return to service and installed on MD-11 airplanes, 
engines must meet the requirements of paragraph (i) of this AD.
    (3) Prior to return to service and installed on Boeing 767 
airplanes, engines must meet the requirements of paragraph (j) of 
this AD.

Engines Installed on Boeing 747 Airplanes

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

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

    (2) The single Configuration A, B, C, or E engine per airplane 
that exceeds the HPC CSN or CSO limits listed in Table 3 of this AD, 
must be limited to 2,600 HPC CSN or CSO for Configuration A, B, or C 
engines, or 1,300 HPC CSN or CSC to Configuration E, whichever is 
later, for Configuration E engines.
    (3) Remove from service or perform on-wing Testing-21 in 
accordance with paragraph (j)(3) for Configuration D engines, before 
accumulating 2,600 CSN.
    (4) Remove from service or perform on-wing Testing-21 in 
accordance with paragraph (j)(3) for Configuration F engines, before 
accumulating 800 CST.
    (5) Prior to return to service and installed on Boeing 
airplanes, Configuration A, B, C, D, and F engines must meet the 
requirements of paragraph (j) of this AD.

Engines Installed on Airbus A300 and A310 Airplanes

    (f) For Airbus operators that began operation of their A300 
fleet after the effective date of this AD, use paragraphs (f)(1) 
through (f)(9) to determine which Airbus A300 PW4158 engine category 
1, 2, or 3 limits of the following Table 4 of this AD apply to your 
engine fleet. For Airbus operators that have been in operation 
before the effective date of this AD, use your PW4158 engine 
category classification previously determined for your fleet and 
continue to apply the A300 PW 4158 Category limits in Table 4 of 
this AD, to your fleet.

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

    (1) Determine the number of Group 3 takeoff surges experienced 
by engines in your fleet before April 13, 2001. Count surge events 
for engines that had an HPC overhaul and incorporated either SB PW 
4ENG 72-484 or SB PW4ENG 72-575 at the time of overhaul. Do not 
count surge events for engines that did not have the HPC overhauled 
(i.e. 1st run engine) or had the HPC overhauled but did not 
incorporate either SB PW4ENG 72-484 or SB PW4ENG 72-575. See 
paragraph (v)(5) of this AD for a definition of a Group 3 takeoff 
surge.
    (2) Determine the number of cumulative HPC CSO accrued by 
engines in your fleet before April 13, 2001. Count HPC CSO for 
engines that had an HPC overhaul and incorporated either SB PW4ENG 
72-484 or SB PW4ENG 72-575 at the time of overhaul. Do not count HPC 
CSO accrued on your engines while operating outside your fleet.
    (3) Calculate the surge rate by dividing the number of Group 3 
takeoff surges determined in paragraph (f)(1) of this AD, by the 
number of cumulative HPC CSO determined in paragraph (f)(2) of this 
AD, and then multiply by 1,000.
    (4) If the surge rate calculated in paragraph (f)(3) of this AD 
is less than 0.005, go to paragraph (f)(5) of this AD. If the surge 
rate calculated in paragraph (f)(3) of this AD is greater than or 
equal to 0.005, go to paragraph (f)(6) of this AD.
    (5) If the cumulative HPC CSO determined in paragraph (f)(2) of 
this AD is greater than or equal to 200,000 cycles, use A300 PW4158 
Category 2 limits of Table 4 of this AD. If less than 200,000 
cycles, go to paragraph (f)(7) of this AD.
    (6) If the surge rate calculated in paragraph (f)(3) of this AD 
is greater than 0.035, use A300 PW 4158 Category 3 limits of Table 4 
of this AD. If less than or equal to 0.035, go to paragraph (f)(7) 
of this AD.
    (7) Determine the percent of takeoffs with greater than a 1.45 
Takeoff engine pressure ratio (EPR) data for engines operating in 
your fleet. Count takeoffs from a random sample of at least 700 
airplane takeoffs that has occurred over at least a 3-month time 
period, for a period beginning no earlier than 23 months prior to 
the effective date of this AD. See paragraph (v)(6) of this AD for 
definition of Takeoff EPR data.
    (8) If there is insufficient data to satisfy the criteria of 
paragraph (f)(7) of this AD, use A300 PW4158 Category 3 limits of 
Table 4 of this AD.
    (9) If the percentage of takeoffs with greater than a 1.45 
Takeoff EPR data determined in paragraph (f)(7) of this AD is 
greater than 31%, use A300 PW 4158 Category 3 limits listed in Table 
4 of this AD. If the percentage of takeoffs with greater than a 1.45 
Takeoff EPR data determined in paragraph (f)(7) of this AD is less 
than or equal to 31%, use A300 PW 4158 Category 1 limits listed in 
Table 4 of this AD.
    (g) For engines installed on Airbus A300 or A310 airplanes, 
except as provided in paragraph (c) of this AD, before further 
flight, limit the number of engines that exceed the

[[Page 33850]]

CSN, CSO, or CST limits listed in Table 4 of this AD, to no more 
than one engine per airplane. Thereafter, ensure that no more than 
one engine per airplane exceeds the HPC CSN, CSO, or CST limits 
listed in Table 4 of this AD. See paragraph (i) of this AD for 
return to service requirements.
    (h) For Airbus A300 PW4158 engine operators, except those 
operators whose engine fleets are determined to be Category 3 
classification based on surge rate in accordance with paragraph 
(f)(6) of this AD, re-evaluate your fleet category within 6 months 
from the last evaluation, and thereafter, at intervals not to exceed 
6 months, using the following criteria:
    (1) For operators whose engine fleets are initially classified 
as Category 1 or 3 in accordance with paragraph (f) of this AD, 
determine the percent of takeoffs with greater than a 1.45 Takeoff 
EPR data for engines operating in your fleet. Count takeoffs from a 
sample of at least 200 takeoffs that occurred over the most recent 
six month time period since the last categorization was determined, 
or the total number of takeoffs accumulated over 6 months if less 
than 200 takeoffs. See paragraph (v)(6) of this AD for definition of 
takeoff EPR data.
    (i) If there is insufficient data to satisfy the criteria of 
paragraph (h)(1) of this AD, use A300 PW4158 Category 3 limits 
listed in Table 4 of this AD.
    (ii) If the percentage of takeoffs with greater than a 1.45 
Takeoff EPR data determined in paragraph (h)(1) of this AD is 
greater than 31%, use A300 PW4158 Category 3 limits listed in Table 
4 of this AD.
    (iii) If the percentage of takeoffs with greater than a 1.45 
Takeoff EPR data determined in paragraph (h)(1) of this AD is less 
than or equal to 31%, use A300 PW4158 Category 1 limits listed in 
Table 4 of this AD.
    (2) For operators whose engine fleets are initially classified 
as Category 2 in accordance with paragraph (f) of this AD, determine 
the percent of takeoffs with greater than a 1.45 Takeoff EPR data 
for engines operating in your fleet. Count takeoffs from a sample of 
at least 200 takeoffs that occurred over the most recent six month 
time period since the last categorization was determined, or the 
total number of takeoffs accumulated over 6 months if less than 200 
takeoffs. See paragraph (v)(6) of this AD for definition of takeoff 
EPR data.
    (i) If there is insufficient data to satisfy the criteria of 
paragraph (h)(2) of this AD, use A300 PW4158 Category 3 limits 
listed in Table 4 of this AD.
    (ii) If the percentage of takeoffs with greater than a 1.45 
Takeoff EPR data determined in paragraph (h)(2) of this AD is 
greater than 37%, use A300 PW4158 Category 3 limits listed in Table 
4 of this AD.
    (iii) If the percentage of takeoffs with greater than a 1.45 
Takeoff EPR data determined in paragraph (h)(2) of this AD is 
greater than or equal to 21% and less than or equal to 37%, use A300 
PW4158 Category 1 limits listed in Table 4 of this AD.
    (iv) If the percentage of takeoffs with greater than a 1.45 
Takeoff EPR data determined in paragraph (h)(2) of this AD is less 
than 21%, use A300 PW4158 Category 2 limits listed in Table 4 of 
this AD.

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

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

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

    (j) Engines removed from service in accordance with paragraph 
(c), (d), or (e) of this AD may be returned to service and installed 
on Boeing airplanes under the following conditions:
    (1) After passing a cool-engine fuel spike stability test 
(Testing-21) that has been done in accordance with PW4000 EM 50A605, 
71-00-00, Testing-21, dated June 15, 2003, except for engines 
configured with Configuration E, or engines that have experienced a 
Group 3 takeoff surge; or
    (2) Engines tested before the effective date of this AD, in 
accordance with PW4000 EM 50A605, 71-00-00, Testing-21, dated March 
15, 2002; or PW IEN 96KC973D, dated October 12, 2001; or PW4000 EM 
50A605, Temporary Revision No. 71-0035, dated November 14, 2001 meet 
the requirements of Testing-21; or
    (3) For PW4056 engines installed on Boeing 747 airplane, after 
successfully completing on-wing Testing-21 in accordance with Major 
IEN 02KCW13E, dated November 21, 2002 or if done prior to the 
approval of Major IEN 02KCW13E dated November 21, 2002 in accordance 
with Minor IENs 02KCW13, dated October 14, 2002, 02KCW13A, dated 
October 14, 2002, 02KCW13C, dated July 25, 2002, or 02KCW13D, July 
29, 2002 except for engines configured with Configuration E, or 
engines that have experienced a Group 3 takeoff surge; or
    (4) An engine that is either below or exceeds the limits of 
Table 3 or Table 4 of this AD may be removed and installed on 
another airplane without Testing-21, as long as the requirements of 
paragraph (c), (d), or (e) of this AD are met at the time of engine 
installation.
    (5) Engine has incorporated the RCC rear HPC in accordance with 
PW SB PW4ENG 72-755, Revision 2, dated May 23, 2003. Completing this 
SB changes the engine configuration to Configuration I.

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

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

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

    (l) Use the following minimum build standards for engines to be 
returned to service and installed on Airbus and McDonnell Douglas 
airplanes:
    (1) After the effective date of this AD, do not install an 
engine with HPC and HPT modules where the CSO of the HPC is 1,500

[[Page 33851]]

cycles or greater than the CSN or CSO of the HPT.
    (2) For any engine that undergoes an HPC overhaul after the 
effective date of this AD:
    (i) Inspect the HPC mid hook and rear hook of the HPC inner case 
for wear in accordance with PW Clean, Inspect and Repair (CIR) 
Manual PN 51A357, Section 72-35-68 Inspection/Check-04, Indexes 8-
11, dated December 15, 2002, or March 15, 2002, or September 15, 
2001. If the HPC rear hook is worn beyond serviceable limits, 
replace the HPC inner case rear hook with an improved durability 
hook in accordance with PW SB PW4ENG 72-714, Revision 1, dated 
November 8, 2001, or Revision 2, dated February 28, 2003; or 
Chromalloy Florida Repair Procedure 00 CFL-039-0, dated December 27, 
2000. If the HPC inner case mid hook is worn beyond serviceable 
limits, repair the HPC inner case mid hook in accordance with PW SB 
PW4ENG 72-749, dated June 17, 2002, or Revision 1, dated January 8, 
2003; or Chromalloy Florida Repair Procedure 02 CFL-024-0, dated 
September 15, 2002.
    (ii) After the effective date of this AD, any engine that 
undergoes an HPC overhaul may not be returned to service unless it 
meets the build standard of PW SB PW4ENG 72-484, PW4ENG 72-486, 
PW4ENG 72-514, and PW4ENG 72-575. Engines that incorporate the Phase 
3 configuration already meet the build standard defined by PW SB 
PW4ENG 72-514.
    (3) After the effective date of this AD, any engine that 
undergoes separation of the HPC and HPT modules must not be 
installed on an airplane unless it meets the build standard of PW SB 
PW4ENG 72-514. Engines that incorporate the Phase 3 configuration 
already meet the build standard defined by PW SB PW4ENG 72-514.

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

    (m) For engines to be returned to service and installed on 
Boeing 747 and 767 airplanes, after the effective date of this AD:
    (1) Any SCC HPC module that is disassembled to a level that 
fully separates the HPC rear case assembly at H flange from the HPC 
module may not be returned to service unless the RCC rear HPC is 
incorporated in accordance with PW SB PW4ENG 72-755, Revision 2, 
dated May 23, 2003. Any SCC HPC module that is not disassembled in 
accordance with (m)(1), must meet the following minimum build 
standard:
    (i) Do not install an engine with HPC and HPT modules where the 
CSO of the HPC is 1,500 cycles or more than the CSN or CSO of the 
HPT.
    (ii) Any engine that undergoes separation of the HPC and HPT 
modules must not be installed on an airplane unless it meets the 
build standard defined by PW SB PW4ENG 72-514. Engines that 
incorporate the Phase 3 configuration meet the build standard 
defined by PW SB PW4ENG 72-514.

Stability Testing Requirements for Engines To Be Installed on Airbus or 
McDonnell Douglas Airplanes

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

Stability Testing Requirements for Engines To Be Installed on Boeing 
747 or 767 Airplanes

    (o) For engines to be installed on Boeing 747 or 767 airplanes, 
after the effective date of this AD, Testing-21 must be performed in 
accordance with paragraph (j) of this AD, before an engine can be 
returned to service after having undergone maintenance in the shop, 
except under any of the following conditions:
    (1) Engine HPC has incorporated the RCC rear HPC in accordance 
with PW SB PW4ENG 72-755, Revision 2, dated May 23, 2003. Completing 
this SB changes the engine configuration to Configuration I; or
    (2) Engine maintenance intended to maintain the airworthiness of 
the engine between planned shop visits, that requires separation of 
a major engine flange located between ``A'' flange and ``T'' flange, 
that results in the engine being reassembled with all gas path-
related components remaining in the as-removed condition; or
    (3) Engines that successfully passed Testing-21 with zero CST, 
and are split at Flange E for transportation reasons as specified in 
the applicable Storage/Transport section of the applicable EM.

Thrust Rating Changes, Installation Changes, and Engine Transfers

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

Engines That Surge

    (t) For engines that experience a surge, and after 
troubleshooting procedures are completed for airplane-level surge 
during forward or reverse thrust, do the following:
    (1) For engines that experience a Group 3 takeoff surge, remove 
the engine from service before further flight and for engines that 
will be installed on Airbus or McDonnell Douglas airplanes, perform 
an HPC overhaul; or for engines that will be installed on Boeing 
airplanes, incorporate the RRC rear HPC in accordance with PW SB 
PW4ENG 72-755, Revision 2, dated May 23, 2003.
    (2) For any engine that experiences a forward or reverse thrust 
surge at EPR's greater than 1.25 that is not a Group 3 takeoff 
surge, do the following:
    (i) For Configuration A, B, C, D, F, G, and H engines, remove 
engine from service within 25 CIS or before further flight if 
airplane-level troubleshooting procedures require immediate engine 
removal, and perform Testing-21 in accordance with paragraph (i) or 
(j) of this AD, as applicable.
    (ii) For Configuration E engines, remove engine from service 
within 25 CIS or before further flight if airplane-level 
troubleshooting procedures require immediate engine removal.
    (3) Paragraphs (t)(1) and (t)(2) are not applicable to engines 
that incorporate the RCC rear HPC in accordance with PW SB PW4ENG 
72-755, Revision 2, dated May 23, 2003.

Terminating Action for Boeing Airplanes

    (u) For Boeing operators with PW4000 engines installed on Boeing 
747 or Boeing 767 airplanes, modify the engine HPC assembly by 
incorporating the RCC rear HPC in accordance with PW SB PW4ENG 72-
755, Revision 2, dated May 23, 2003 as follows:
    (1) For engines installed on Boeing 767 airplanes, manage the 
engine configuration installed on the airplanes in your fleet as 
follows:
    (i) By May 31, 2006 and thereafter, ensure that at least one 
Configuration I engine is installed on the airplane.
    (ii) After May 31, 2006, the non-Configuration I engine (SCC HPC 
module) installed on the airplane must have incorporated the Haynes 
material in the HPC inner case rear hook during the original engine 
build or during an HPC overhaul in accordance with PW4ENG 72-714, 
Revision 1, dated November 8, 2001, or Revision 2, dated February 
28, 2003; or SB PW4ENG 72-749, dated June 17, 2002, or Revision 1, 
dated January 8, 2003; or Chromalloy Florida

[[Page 33852]]

Repair procedure 00CFL-039-0, dated December 27, 2000.
    (2) For engines installed on Boeing 747 airplanes, manage the 
engine configuration installed on the airplanes in your fleet as 
follows:
    (i) By January 31, 2007 and thereafter, ensure that no more than 
one non-Configuration I engine is installed on the airplane.
    (ii) After January 31, 2007, the non-Configuration I engine 
installed on the airplane must have incorporated the Haynes-material 
in the HPC inner case rear hook during the original build or during 
an HPC overhaul in accordance with SB PW4ENG 72-714, dated June 27, 
2000, or Revision 1, dated November 8, 2001, or Revision 2, dated 
February 28, 2003; or SB PW4ENG 72-749, dated June 17, 2002, or 
Revision 1, dated January 8, 2003; or Chromalloy Florida Repair 
procedure 00CFL-039-0, dated December 27, 2000.
    (3) Prior to June 30, 2009 or whenever the HPC module is 
disassembled to a level that fully separates the HPC rear case 
assembly at H flange from the HPC module, whichever occurs first, 
incorporate the RCC rear HPC in accordance with PW SB PW4ENG 72-755, 
Revision 2, dated May 23, 2003. Engines incorporating the RCC rear 
HPC are Configuration I engines. See paragraph (v)(7) for definition 
of HPC rear case assembly.
    (4) Incorporation of the RCC rear HPC constitutes terminating 
action to the Testing-21 requirements as specified in paragraph (o) 
of this AD, and engine stagger limit requirements as specified in 
paragraphs (c), (d), and (e) of this AD for engines installed on 
Boeing airplanes.

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

Definitions

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

Alternative Methods of Compliance

    (w) An alternative method of compliance or adjustment of the 
compliance time that provides an acceptable level of safety may be 
used if approved by the Manager, Engine Certification Office (ECO). 
Operators must submit their request through an appropriate FAA 
Principal Maintenance Inspector, who may add comments and then send 
it to the Manager, ECO.

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

Special Flight Permits and Testing-21 Reports

    (x) Special flight permits may be issued in accordance with 
Sec. Sec.  21.197 and 21.199 of the Federal Aviation Regulations (14 
CFR 21.197 and 21.199) to operate the airplane to a location where 
the requirements of this AD can be done. Within 60 days of test 
date, report the results of the cool-engine fuel spike stability 
assessment tests (Testing-21) and on-wing Testing-21 to the ANE-142 
Branch Manager, Engine Certification Office, 12 New England 
Executive Park, Burlington, MA 01803-5299, or by electronic mail to 
[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).

Documents That Have Been Incorporated By Reference

    (y) The actions must be done in accordance with the following 
Pratt and Whitney (PW) service bulletin (SB), Internal Engineering 
Notice (IEN), Temporary Revisions, (TR's), Clean, Inspection, and 
Repair Manual (CIR) repair procedures, engine manual (EM) sections, 
and Chromalloy Florida Repair Procedure:

----------------------------------------------------------------------------------------------------------------
           Document No.                      Pages                    Revision                    Date
----------------------------------------------------------------------------------------------------------------
PW SB PW4ENG72-714...............  1-2......................  1.......................  Nov. 8, 2001.
                                   3........................  Original................  Jun. 27, 2000.
                                   4........................  1.......................  Nov. 8, 2001.
                                   5-12.....................  Original................  Jun. 27, 2000.
  Total pages: 12                                                                       ........................
PW SB PW4ENG72-714...............  All......................  2.......................  Feb. 28, 2003.
  Total pages: 14                                                                       ........................
  PW SB PW4ENG72-749.............  All......................  Original................  Jun. 17, 2002.
  Total pages: 14                                                                       ........................
PW SB PW4ENG72-749...............  1........................  1.......................  Jan. 8, 2003.
                                   2-4......................  Original................  Jun. 17, 2002.
                                   5-7......................  1.......................  Jan. 8, 2003.
                                   8........................  Original................  Jun. 17, 2002.
                                   9-10.....................  1.......................  Jan. 8, 2003.

[[Page 33853]]

 
                                   11.......................  Original................  Jun. 17, 2002.
                                   12-14....................  1.......................  Jan. 8, 2003.
  Total pages: 14                                                                       ........................
PW SB PW4ENG72-755...............  1........................  2.......................  May 23, 2003.
                                   2-37.....................  1.......................  Apr. 8, 2003.
                                   38-39....................  2.......................  May 23, 2003.
                                   40-54....................  1.......................  Apr. 8, 2003.
                                   55.......................  2.......................  May 23, 2003.
                                   56-152...................  1.......................  Apr. 8, 2003.
                                   153......................  2.......................  May 23, 2003.
                                   154-166..................  1.......................  Apr. 8, 2003.
                                   167-171..................  2.......................  May 23, 2003.
                                   172-179..................  1.......................  Apr. 8, 2003.
                                   180-183..................  2.......................  May 23, 2003.
                                   184-195..................  1.......................  Apr. 8, 2003.
                                   196......................  2.......................  May 23, 2003.
                                   197-233..................  1.......................  Apr. 8, 2003.
                                   234......................  2.......................  May 23, 2003.
                                   235-287..................  1.......................  Apr. 8, 2003.
  Total pages: 287                                                                      ........................
PW IEN 96KC973D..................  All......................  Original................  Oct. 12, 2001.
  Total pages: 19                                                                       ........................
PW TR 71-0018....................  All......................  Original................  Nov. 14, 2001.
  Total pages: 24                                                                       ........................
PW TR 71-0026....................  All......................  Original................  Nov. 14, 2001.
  Total pages: 24                                                                       ........................
PW TR 71-0035....................  All......................  Original................  Nov. 14, 2001.
  Total pages: 24                                                                       ........................
PW CIR 51A357, Section 72-35-68,   All......................  Original................  Sep. 15, 2001.
 Inspection/Check-04, Indexes 8-
 11..
  Total pages: 5                                                                        ........................
PW CIR 51A357, Section 72-35-68,   All......................  N/A.....................  Mar. 15, 2002.
 Inspection/Check-04, Indexes 8-
 11..
  Total pages: 5                                                                        ........................
PW CIR 51A357, Section 72-35-68,   All......................  N/A.....................  Dec. 15, 2002.
 Inspection/Check-04, Indexes 8-
 11..
  Total pages: 10                                                                       ........................
PW4000 EM 50A443, 71-00-00,        All......................  Original................  Mar. 15, 2002.
 TESTING-21.
  Total pages: 20                                                                       ........................
PW4000 EM 50A605, 71-00-00,        All......................  Original................  Mar. 15, 2002.
 TESTING-21.
  Total pages: 20                                                                       ........................
PW4000 EM 50A605, 71-00-00,        1-7......................  Original................  Mar. 15, 2002.
 TESTING-21.
                                   8-25.....................  N/A.....................  Jun. 15, 2003.
  Total pages: 25                                                                       ........................
PW4000 EM 50A822, 71-00-00,        All......................  Original................  Mar. 15, 2002.
 TESTING-21.
  Total pages: 20                                                                       ........................
Chromalloy Florida Repair                                                               ........................
 Procedure, 00 CFL-039-0
Summary..........................  1-3......................  Original................  Dec. 27, 2000.
Insp/chk-01......................  801......................  Original................  Dec. 27, 2000.
Repair-01........................  901-903..................  Original................  Dec. 27, 2000.
  Total pages: 7                                                                        ........................
Chromalloy Florida Repair                                                               ........................
 Procedure, 02 CFL-024-0
Summary..........................  1-5......................  Original................  Sep. 15, 2002.
Inspection.......................  801-802..................  Original................  Sep. 15, 2002.
Repair...........................  901-906..................  Original................  Sep. 15, 2002.
  Total pages: 13                                                                       ........................
----------------------------------------------------------------------------------------------------------------

The incorporation by reference of IEN 96KC973D, dated October 12, 
2001; TR 71-0018, TR 71-0026, and TR 71-0035, all dated November 14, 
2001; and CIR 51A357, Section 72-35-68, Inspection/Check-04, Indexes 
8-11, dated September 15, 2001 was approved by the Director of the 
Federal Register as of January 17, 2002 (67 FR 1, January 2, 2002). 
The incorporation by reference of SB PW4ENG 72-714, Revision 1, 
dated November 8, 2001, SB PW4ENG 72-749, dated June 17, 2002; EM 
50A443, Section 71-00-00, Testing-21, EM 50A822, Section 71-00-00, 
Testing-21, EM 50A605, and Section 71-00-00, Testing-21, all dated 
March 15, 2002; Chromalloy Florida Repair Procedure, 00 CFL-039-0, 
dated December 27, 2000; and Chromalloy Florida Repair Procedure, 02 
CFL-024-0, dated September 15, 2002; was approved by the Director of 
the Federal Register as of November 12, 2002 (67 FR 65484, October 
25, 2002). The incorporation by reference of SB PW4ENG 72-714, 
Revision 2, February 28, 2003, SB PW4ENG 72-755, Revision 2, dated 
May 23, 2003; SB PW4ENG 72-749, Revision 1, dated January 8, 2003; 
SB PW4ENG 72-714, Revision 2, dated February 28, 2003; CIR 51A357, 
Section 72-35-68, Inspection/Check-04, Indexes 8-11, dated March 15, 
2002; and dated December 15, 2002; and EM 50A605, Section 71-00-00, 
Testing-21, dated June 15, 2003, was approved by the Director of the 
Federal Register on June 23, 2003, in accordance with 5 U.S.C. 
552(a) and 1 CFR part 51. PW document copies may be obtained from 
Pratt and Whitney, 400 Main St., East Hartford, CT 06108; telephone 
(860) 565-6600; fax (860) 565-4503. Chromalloy Florida document 
copies may be obtained from Chromalloy Florida, 630 Anchors St., 
NW., Walton Beach, FL 32548; telephone (850) 244-7684; fax (850) 
244-6322. Copies may be inspected at the FAA, New England Region, 
Office of the Regional Counsel, 12 New England Executive Park, 
Burlington, MA; or at the Office of the Federal Register, 800 North 
Capitol Street, NW., suite 700, Washington, DC.

Effective Date

    (z) This amendment becomes effective on July 7, 2003.


[[Page 33854]]


    Issued in Burlington, Massachusetts, on May 28, 2003.
Francis A. Favara,
Acting Manager, Engine and Propeller Directorate, Aircraft 
Certification Service.
[FR Doc. 03-13782 Filed 6-5-03; 8:45 am]
BILLING CODE 4910-13-P