The FAA proposed to amend 14 CFR part 39 with a proposed airworthiness directive (AD). The proposed AD applies to PW PW2000 series turbofan engines. We published the proposed AD in the Federal Register on August 18, 2004 (69 FR 51198). That action proposed to require modifying the TLS of the manufacturer's manual and an air carrier's approved continuous airworthiness maintenance program to incorporate the additional inspection requirements.
Examining the AD Docket
You may examine the AD Docket (including any comments and service information), by appointment, between 8 a.m. and 4:30 p.m., Monday through Friday, except Federal holidays. See ADDRESSES for the location.
Comments
We provided the public the opportunity to participate in the development of this AD. We have considered the comments received.
Request To Increase the Costs of Compliance
Several commenters express concern about the capital investment required to eddy-current inspect the bolt holes of the HPT stage 2 hub. They suggest the NPRM fails to recognize the substantial up-front investment to get the equipment needed for the eddy current inspection. In addition, one commenter states we should increase the Costs of Compliance because the complex inspections will require several full- time, specially trained operators. We don't agree. The AD doesn't require air carriers to invest in tooling and equipment or hire more personnel to comply with the proposed AD. The AD requires adding the new eddy current inspection to the TLS of the engine manufacturer's manual, and to the air carriers' approved maintenance manuals. Operators can choose to buy equipment to perform the inspection, or they may send the disk to an approved service provider.
Request for an Annual Cost for the Recurring Inspections
One commenter states that the NPRM implies a onetime cost for the inspection, but that it is actually a recurring cost. We don't agree. The Costs of Compliance section of the NPRM states the estimated cost for each inspection on each engine. We used the current shop visit rate for the PW2000 engine to calculate the recurring cost for each engine on a yearly basis. The air carriers can use their own specific costs for their individual PW2000 fleet to calculate their inspection cost.
Question About the Actual Cost for the Inspection
One commenter states that the actual costs for the inspections are significantly different from the costs we specified in the NPRM. We don't agree. We based our cost estimate on actual inspection times provided by the engine manufacturer. We understand that cost estimates can vary depending on the service provider. However, we consider basing our estimate on inspection times provided by the engine manufacturer to be the most accurate approach to estimating the cost to comply with the AD.
Concern About Increased Inventory Levels for Parts Not Reflected in the Cost Estimate
One commenter suggeststhat quoted turnaround time for the inspection will make air carriers increase inventory levels for the affected parts. The commenter also feels the cost estimate doesn't reflect the cost of the increased inventory. We don't agree. The proposed AD requires adding the new eddy current inspection for the bolt holes in the HPT stage 2 hub to the TLS of the engine manufacturer's manual, and to the air carrier's approved maintenance manuals. The AD doesn't require air carriers to increase spare parts inventory levels or specify the logistics of performing the inspections.
Requests To Allow Operators To Use Equivalent Equipment To Perform the Inspections
Two commenters ask that we allow them to use equipment that is equivalent to the inspection equipment specified by the engine manufacturer. The commenters ask us to allow them to use equipment they already use for other mandated inspections. The commenters suggest that using the single-source equipment specified by the manufacturerwill cause an undue burden. We don't agree. We don't intend that this proposed AD specify only one method, or limit the inspection to one method of inspection. This AD requires the operators to revise the ALS to include a mandatory opportunistic inspection. The engine manufacturer developed a validated inspection procedure using specific tooling and equipment that provides an acceptable inspection technique. However, operators may still seek approval from the manufacturer to use alternative tools or methods of inspections other than those specified in the engine manual. Providing flexibility for the engine manufacturers to revise their engine manuals as they fine-tuned their inspection methods and developed alternatives is part of the outcome of working with the Air Transportation Association, operators, and manufacturers.
Request To Extend the Compliance Time of the Final Rule
Two commenters ask that we extend the compliance of the AD to allow an additional six to eight months to procure the eddy current inspection equipment and train personnel. We agree. We changed the effective date from 30 days after publication in the Federal Register to 180 days after publication in the Federal Register.
Request To Provide Special Eddy Current Inspection Instructions
Two commenters ask that we provide clear instructions regarding special handling of the parts and the complexity and sensitivity of the eddy current inspection equipment. We partially agree. We agree that eddy current inspections of aircraft engine parts require special inspection procedures to perform the inspections. However, this AD only requires the operators add eddy current inspection of the bolt holes of HPT stage 2 hub bolt holes to the ALS of the manufacturer's engine manual as a mandatory inspection. The engine manufacturer and the suppliers of the eddy current inspection equipment will provide the special procedures and requirements for the actual inspections.
Removed PW2240 Series and PW2337 Series Engine Models From the Applicability
On January 6, 2005, we removed PW engine models PW2240 and PW2337 from the type certificate data sheet for the PW2000 series engine type certificate. We removed reference to them from paragraph (c) of this AD.
Corrected a Typographical Error
One commenter found a typographical error in paragraph (f)(1)(b). We specified inspection 72-52-00. The inspection should be 72-52-16. We corrected paragraph (f)(1)(b) in the final rule.
Conclusion
We have carefully reviewed the available data, including the comments received, and determined that air safety and the public interest require adopting the AD with the changes described previously. We have determined that these changes will neither increase the economic burden on any operator nor increase the scope of the AD.
Costs of Compliance
There are about 938 Pratt & Whitney PW2000 series turbofan engines of the affected design in the worldwide fleet. We estimate that this AD will affect 777 engines installed on airplanes of U.S. registry. We also estimate that it will take about 4 work hours per engine to perform the inspections, and that the average labor rate is $65 per work hour. Since this is an added inspection requirement, included as part of the normal maintenance cycle, no additional part costs are involved. Based on these figures, we estimate the total additional cost per engine per shop visit to be $260. Based on the current PW2000 engine shop visit rate, we estimate the total additional cost for the PW2000 fleet to be $80,860 per year.
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to issue rules on aviation safety. Subtitle I, section 106, describes the authority of the FAA Administrator. Subtitle VII, Aviation Programs, describes in more detail the scope of the Agency's authority.
We are issuing this rulemaking under the authority described in subtitle VII, part A, subpart III, section 44701, "General requirements." Under that section, Congress charges the FAA with promoting safe flight of civil aircraft in air commerce by prescribing regulations for practices, methods, and procedures the Administrator finds necessary for safety in air commerce. This regulation is within the scope of that authority because it addresses an unsafe condition that is likely to exist or develop on products identified in this rulemaking action.
Regulatory Findings
We have determined that this AD will not have federalism implications under Executive Order 13132. This AD will not have a substantial direct effect on the States, on the relationship between the national government and the States, or on the distribution of power and responsibilities among the various levels of government.
For the reasons discussed above, I certify that this AD:
(1) Is not a "significant regulatory action" under Executive Order 12866;
(2) Is not a "significant rule" under DOT Regulatory Policies and Procedures (44 FR 11034, February 26, 1979); and
(3) Will not have a significant economic impact, positive or negative, on a substantial number of small entities under the criteria of the Regulatory Flexibility Act.
We prepared a summary of the costs to comply with this AD and placed it in the AD Docket. You may get a copy of this summary by sending a request to us at the address listed under ADDRESSES. Include "AD Docket No. 98-ANE-61-AD" in your request.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Safety.
Adoption of the Amendment
Accordingly, under the authority delegated to me by the Administrator, the Federal Aviation Administration amends 14 CFR part 39 as follows:
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. The FAA amends Sec. 39.13 by removing Amendment 39-12778, (67 FR 40143, June 4, 2002) and by adding a new airworthiness directive, Amendment 39-14243, to read as follows: