[Federal Register Volume 68, Number 139 (Monday, July 21, 2003)]
[Proposed Rules]
[Pages 43033-43040]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 03-18244]


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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 & 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 & Whitney (PW) model PW4050, PW4052, PW4056, PW4060, PW4060A, 
PW4060C, PW4062, PW4152, PW4156, PW4156A, PW4158, PW4160, PW4460, 
PW4462, and PW4650 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. That amendment also requires on-
wing Testing-21 to engines installed on Boeing 747 and MD-11 airplanes, 
and the installation of a new Ring Case Configuration (RCC) rear HPC on 
PW 4000 series engines installed in the Boeing fleet as terminating 
action to the requirements of that AD. This proposal is prompted by the 
development of an RCC rear HPC for PW4000 series turbofan engines 
installed in the Airbus fleet. The actions specified by this proposed 
AD are intended to prevent engine takeoff power losses due to HPC 
surge.

DATES: Comments must be received by August 25, 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 this proposed 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.

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 
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 May 28, 2003, the FAA issued AD 2003-11-18, Amendment 39-13177 
(68 FR 33844, June 6, 2003), which supersedes AD 2002-21-10. AD 2003-
11-18 was published as an interim action to address engine takeoff 
power loss events until the HPC case could be redesigned and available 
for incorporation on the PW4000 engines. That action also added on-wing 
Testing-21 to engines installed on Boeing 747 and MD-11 airplanes, and 
required the installation of a new RCC rear HPC on engines installed in 
the Boeing fleet as terminating action to the requirements of that AD. 
That AD was prompted by the development of an RCC rear HPC for PW4000 
series turbofan engines installed in the Boeing fleet. The actions

[[Page 43034]]

specified by that AD are intended to prevent engine takeoff power 
losses due to HPC surge.
    Since that AD was issued, PW developed an RCC rear HPC for PW4000 
series turbofan engines installed in the Airbus fleet. This proposal 
mandates the same actions as AD 2003-11-18 (with some modifications 
based on AMOC approvals) and incorporates the RRC rear HPC as 
terminating action for the Airbus fleet.

Manufacturer's Service Information

    For AD 2003-11-18, the FAA reviewed and approved the technical 
contents of the following PW service information:
    [sbull] Service Bulletin (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 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.
    Since the issuance of AD 2003-11-18, PW has issued the following 
service information which have also been reviewed and approved by the 
FAA.
    [sbull] SB PW4ENG 72-756, dated July 7, 2003.
    [sbull] SB PW4ENG 72-759, dated July 7, 2003.

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 2003-11-18 to require 
the same actions as that AD, and additionally require the installation 
of a new RCC rear HPC on engines installed in the Airbus fleet as 
terminating action to the AD. The actions are required to be done in 
accordance with the service bulletins described previously.

Economic Analysis

    There are approximately 2,300 engines of the affected design in the 
worldwide fleet. The FAA estimates that 550 engines installed on Boeing 
aircraft and 100 engines installed on Airbus 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 
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 impact of the proposed AD 
to U.S. operators is estimated to be $13,950,500.

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 39-13177, (68 FR 
33844), June 7, 2003), and by adding a new airworthiness directive:

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

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:

[[Page 43035]]



                                     Table 1.--Engine Configuration Listing
----------------------------------------------------------------------------------------------------------------
          Configuration               Configuration designator                      Description
----------------------------------------------------------------------------------------------------------------
(1) Phase 1 without high pressure  A.............................  Engines that did not incorporate the Phase 3
 turbine (HPT) 1st turbine vane                                     configuration at the time they were
 cut back stator (1TVCB).                                           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 currently incorporate any
 Configuration Engines.                                             Revision of SBs PW4ENG 72-706, PW4ENG 72-
                                                                    704, or PW4ENG 72-711.
(6) Engines that have passed       F.............................  Engines which have successfully passed
 Testing-21.                                                        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, or the HPC is retrofitted
                                                                    to Configuration I.
(7) Phase 3, 1st Run               G.............................  Engines that incorporated the Phase 3
 Subpopulation Engines. These                                       configuration and did not incorporate Haynes
 engines are identified by mode                                     material HPC inner case rear hook at the
 and serial numbers (SNs) as                                        time they were originally manufactured, that
 follows:.                                                          were built from August 29, 1997 up to the
PW4152: SN 724942 through SN                                        incorporation of the HPC inner rear case
 724944 inclusive;.                                                 with Haynes material rear hook at the
PW4158: SN 728518 through SN                                        original engine manufacturer and have not
 728533 inclusive;.                                                 had an HPC overhaul since new.
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   H.............................  Engines that have successfully passed Testing-
 that have passed Testing-21.                                       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, or the HPC is retrofitted to
                                                                    Configuration I.
(9) Engines installed on Boeing    I.............................  Engines that have incorporated PW SB PW4ENG
 or Airbus airplanes with a build                                   72-755, Revision 2, dated May 23, 2003, or
 standard that incorporates a                                       PW SB PW4ENG 72-756, dated July 7, 2003, or
 ring case configuration (RCC)                                      PW SB PW4ENG 72-759, dated July 7, 2003, or
 rear HPC.                                                          have been manufactured with an RCC read 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 
and 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, or perform on-wing Testing-21 on MD-11 or Boeing 
747 airplanes in accordance with paragraph (i)(3) or (j)(3) of this 
AD, respectively. 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 767 or 
747 or Airbus A300 or A310 airplanes, Configuration G and H engines 
must meet the requirements of paragraph (j) of this AD.

[[Page 43036]]

    (3) Prior to return to service and installed on McDonnell 
Douglas MD-11 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 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  PW4060A
      Configuration designator                B747  PW4056                    B767  PW4052                    B767  PW4056                 PW4060C  PW4062             MD-11  PW4460  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) of this AD 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) of this AD 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)(7) 
through (f)(9) of this AD to determine which Airbus A300 PW4158 
engine category 1 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 1,
      Configuration designator           and A310 PW4156 and    A300 PW4158 Category 2,   A300 PW4158 Category 3
                                               PW4156A               and 310 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 have 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.

[[Page 43037]]

    (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 (j) 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 McDonnell 
Douglas MD-11 Airplanes

    (i) Engines removed from service in accordance with paragraph 
(c) or (d), of this AD may be returned to service and installed on 
McDonnell Douglas MD-11 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 50A822, 
71-00-00, TESTING-21, dated March 15, 2002, except for engines 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 50A822, 71-00-00, TESTING-21, 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 McDonnell Douglas MD-11 airplanes that have 
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 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) or (d) of this AD are met at the time of engine 
installation.

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

    (j) Engines removed from service in accordance with paragraph 
(c), (d), (e), or (g) of this AD may be returned to service and 
installed on Boeing 747, 767, or Airbus A300 orA310 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 Engine 
Manual (EM) 50A605, 71-00-00, Testing-21, dated June 15, 2003, or 
PW4000 EM 50A443, 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 PW4000 EM 50A605, 71-00-00, Testing-21, dated March 
15, 2002; PW4000 EM 50A443, 71-00-00, Testing-21, dated November 14, 
2001; or PW4000 EM 50A443, Temporary Revision No. 71-0026, dated 
November 14, 2001; 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 airplanes, 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), (e), or (g) of this AD are met at the time of 
engine installation.
    (5) An engine that has incorporated the RCC rear HPC in 
accordance with PW SB PW4ENG 72-755, Revision 2, dated May 23, 2003, 
for engines installed in Boeing airplanes; or PW4ENG 72-756, dated 
July 7, 2003; or PW4ENG 72-759, dated July 7, 2003 for engines 
installed in Airbus airplanes. Completing these SBs 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

[[Page 43038]]

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 McDonnell Douglas MD-11 
Airplanes

    (l) Use the following minimum build standards for engines to be 
returned to service and installed on McDonnell Douglas MD-11 
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 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 and Airbus 
Airplanes

    (m) For engines inducted into the shop after July 7, 2003 for 
Boeing 747 and 767 airplanes; and after the effective date of this 
AD for Airbus airplanes:
    (1) Any Segmented Case Configuration (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, for engines 
installed on Boeing airplanes; or PW SB PW4ENG72-756, dated July 7, 
2003, or PW SB PW4ENG72-759, dated July 7, 2003, for engines 
installed on Airbus airplanes.
    (2) Any engine with a SCC HPC module that is not disassembled in 
accordance with paragraph (m)(1) of this AD, must meet the following 
minimum build standard:
    (i) Do not install an engine with SCC 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 SCC 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 McDonnell 
Douglas MD-11 Airplanes

    (n) For engines to be installed on McDonnell Douglas MD-11 
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 or 
Airbus Airplanes

    (o) For engines to be installed on Boeing 767, 747, or Airbus 
A300, or A310 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, for 
engines installed on Boeing airplanes; or PW SB PW4ENG72-756, dated 
July 7, 2003; or PW SB PW4ENG72-759, dated July 7, 2003; for engines 
installed on Airbus airplanes. Incorporation of any of these SBs 
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 for 
Non-Configuration I Engines

    (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 of this AD, 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
    (i) For engines that will be installed on McDonnell Douglas MD-
11 airplanes, perform an HPC overhaul; or
    (ii) For engines that will be installed on Boeing 747 or 767 
airplanes, incorporate the RRC rear HPC in accordance with PW SB 
PW4ENG 72-755, Revision 2, dated May 23, 2003; or
    (iii) For engines that will be installed on Airbus A300 or A310 
airplanes, incorporate the RRC rear HPC in accordance with PW SB 
PW4ENG72-756, dated July 7, 2003, or PW SB PW4ENG72-759, dated July 
7, 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

[[Page 43039]]

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) of this AD 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; or PW SB PW4ENG72-
756, dated July 7, 2003; or PW SB PW4ENG72-759, dated July 7, 2003.

Terminating Action for Boeing and Airbus Airplanes

    (u) For Boeing and Airbus operators with PW4000 engines 
installed on Boeing 747, 767, or Airbus A300 or A310 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, 
for engines installed on Boeing airplanes; or PW SB PW4ENG72-756, 
dated July 7, 2003, or PW SB PW4ENG72-759, dated July 7, 2003, for 
engines installed on Airbus airplanes, 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, 
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.
    (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 (SCC 
HPC module) 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) For engines installed on Airbus A300 or A310 airplanes, 
manage the engine configuration installed on the airplanes in your 
fleet as follows:
    (i) By August 31, 2006 and thereafter, ensure that at least one 
Configuration I engine is installed on the airplane.
    (ii) After August 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.
    (4) 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 as follows:
    (i) For engines that will be installed on Boeing airplanes, 
inaccordance with PW SB PW4ENG 72-755, Revision 2, dated May 23, 
2003; or
    (ii) For engines that will be installed on Airbus airplanes, in 
accordance with PW SB PW4ENG72-756, dated July 7, 2003, or PW SB 
PW4ENG72-759, dated July 7, 2003.
    (iii) Engines incorporating the RCC rear HPC are Configuration I 
engines. See paragraph (v)(7) of this AD for definition of HPC rear 
case assembly.
    (5) 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), (e) and (g) of this AD for engines installed on 
Boeing or Airbus airplanes.

    Note 2: Terminating action to this AD for engines installed on 
McDonnell Douglas MD-11 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 McDonnell 
Douglas fleet.

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

    (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 9-ane-surge-ad-

[[Page 43040]]

[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 July 14, 2003.
Jay J. Pardee,
Acting Manager, Engine and Propeller Directorate, Aircraft 
Certification Service.
[FR Doc. 03-18244 Filed 7-18-03; 8:45 am]
BILLING CODE 4910-13-P