[Federal Register: September 4, 2007 (Volume 72, Number 170)]
[Rules and Regulations]
[Page 50855-50861]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr04se07-5]
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Part VI
Department of Transportation
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Federal Aviation Administration
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14 CFR Part 33
Airworthiness Standards; Aircraft Engine Standards for Engine Life-
Limited Parts; Final Rule
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 33
[Docket No.: FAA-2006-23732; Amendment No. 33-22]
RIN 2120-AI72
Airworthiness Standards; Aircraft Engine Standards for Engine
Life-Limited Parts
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
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SUMMARY: The FAA is amending the certification standards for original
and amended type certificates for aircraft engines by modifying the
standards for engine life-limited parts. This final rule establishes
new and uniform standards for the design and testing of life-limited
parts for aircraft engines certificated by the FAA and the European
Aviation Safety Agency (EASA). This rule retains the current lifing
requirements, introduces damage tolerance requirements into the design
process, and strengthens cooperation between engineering,
manufacturing, and service elements of turbine engine manufacturers.
These new requirements provide an added margin of safety and will
reduce the number of life-limited parts failures due to material,
manufacturing, and service induced anomalies. Additionally, this action
adds new standards for the design of reciprocating engine turbocharger
rotors.
DATES: This amendment becomes effective November 5, 2007.
FOR FURTHER INFORMATION CONTACT: Tim Mouzakis, Engine and Propeller
Directorate Standards Staff, ANE-110, Engine and Propeller Directorate,
Aircraft Certification Service, FAA, New England Region, 12 New England
Executive Park, Burlington, Massachusetts 01803-5299; telephone (781)
238-7114; fax (781) 238-7199, e-mail: timoleon.mouzakis@faa.gov.
SUPPLEMENTARY INFORMATION:
Authority for This Rulemaking
The FAA's authority to issue rules regarding aviation safety is
found in Title 49 of the United States Code. 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.
This rulemaking is promulgated under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701, ``General
Requirements.'' Under that section, the FAA is charged with prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce, including minimum safety
standards for aircraft engines. This regulation is within the scope of
that authority because it updates the existing regulations for aircraft
engine life-limited parts.
Background
Manufacturing-induced anomalies in engine disks have caused several
fatal airplane accidents, notably in Sioux City, Iowa, in 1989, and in
Pensacola, Florida, in 1996. The DC-10 crash in Sioux City was caused
by a titanium material anomaly created during the material melting
process. The MD-88 accident in Pensacola was attributed to a fatigue
crack which initiated from an abnormal microstructure created during
manufacturing. Most of the uncontained engine failures have been traced
to material, manufacturing or operations/maintenance induced anomalies.
Recent examples include:
Failure of a CF6 engine high pressure stage 1 turbine disk
on a Boeing 767 airplane during a ground test at Los Angeles
International Airport in June 2006, that was attributed to a
manufacturing-induced anomaly in a rim slot; and
In-flight failure of a CF34 engine fan disk on a
Bombardier CRJ-200 airplane departing Denver International Airport on
January 25, 2007. The root cause of this failure is currently under
investigation.
Industry data has shown that manufacturing-induced anomalies have
caused about 40 percent of recent rotor cracking and failure events.
Data for the period 1984 to 1989 indicates that uncontained engine
failures due to material, manufacturing and maintenance induced
anomalies occur at the rate of 1.2 per 10 million flights or
approximately 3 events per year. Due to these accidents and the
supporting data, the FAA determined the need to revise engine
certification standards related to the design of engine parts whose
failure would result in a hazardous engine condition.
In addition, a group representing the FAA, the engine industry, and
European aviation authorities has worked since 1989 to revise and
harmonize the U.S. and European engine certification requirements. This
rule, which is based on this group's recommendations, creates common
U.S. and European engine requirements for turbine engine life-limited
parts (called ``critical parts'' in European regulations).
Definitions of Terms Used in the Rule
The following definitions are provided, but are not part of the
rule itself:
Primary failure: Failure of a part that is not the result
of a prior failure of another part or system.
Failure: Separation of a part into two or more pieces such
that the part is no longer whole or complete.
Likely to result: Possible outcomes on an engine or
aircraft when a part fails, regardless of probability of occurrence.
Safety Recommendation
The following safety recommendation, issued by National
Transportation Safety Board (NTSB), is addressed by this rule:
NTSB Safety Recommendation A-90-90 was issued as a result
of the United Airlines accident on July 19, 1989, in Sioux City, Iowa,
where 111 people died and 172 were injured. The NTSB recommended that
the FAA amend 14 CFR part 33 ``to require that turbine engines
certificated under this rule are evaluated to identify those engine
components that, if they should fracture and separate, could pose a
significant threat to the structure or systems of an airplane; and
require that a damage tolerance evaluation of these components be
performed.''
Regulations Affecting Static Parts
The FAA has regulated static parts for more than a decade under
Sec. 33.19(a), which requires the engine be designed and constructed
to minimize the development of an unsafe condition between overhaul
periods. Experience with several types of static parts has shown that
fatigue failures can result in hazardous engine effects. For example,
high-pressure casing fatigue failures have led to high pressure vessel
bursts and fire. Issue papers initiated by the FAA, based on Sec.
33.19, have resulted in engine manufacturers classifying a limited
number of static parts as ``life-limited.'' Life-limited parts are
included in the Airworthiness Limitations Section of the Instructions
for Continued Airworthiness.
The new Sec. 33.70 affects only those static parts whose failure
could result in a hazardous engine effect. Therefore, only a limited
number of static parts will be classified as ``life-limited parts'' and
affected by the new rule. Those static parts formerly regulated under
Sec. 33.19 are more properly located under Sec. 33.70, which is based
on whether the failure of a part could cause a hazardous
[[Page 50857]]
engine effect rather than whether a part rotates or is static.
Summary of Final Rule
New Sec. 33.70 replaces Sec. 33.14. Section 33.70 introduces the
term ``engine life-limited parts'' to cover rotating structural parts,
as well as major static structural parts, whose primary failure is
likely to result in a hazardous engine effect, as listed in Sec.
33.75, and whose failure mode is either cycle (fatigue) or time (creep)
dependent. This rule addresses all parts, rotating or static, that meet
the definition of an engine life-limited part. The rule requires FAA
approval of the procedures used to establish life limits and address
anomalies.
This rule retains the current life methodology which limits the
useful rotor life to the minimum number of flight cycles required to
initiate a crack approximately 0.030 inches in length by 0.015 inches
in depth. The rule requires sufficient analysis and testing to evaluate
the effects of elevated temperatures and hold times as well as the
interaction with other failure mechanisms (for example, high cycle
fatigue, creep, and cold-dwell). The methodology used to establish life
limits for static parts is similar to those used for rotating parts.
For static parts, the life limit may be based on the crack initiation
life plus a portion of the residual crack growth life, providing a safe
margin is maintained between part retirement life and failure.
The rule also requires applicants to develop coordinated
engineering, manufacturing, and service management plans for each life-
limited part. This will ensure the attributes of a part that determine
its life are identified and controlled so that the part will be
consistently manufactured and properly maintained during service
operation.
The rule introduces new requirements for applicants to conduct
damage tolerance assessments to limit the potential for failure from
material, manufacturing, and service induced anomalies. Applicants can
use a variety of methods to conduct damage tolerance assessments. For
example, applicants can use probabilistic risk assessments or design a
part to have a specified crack growth life. The introduction of damage
tolerance does not allow rotor components to remain in service with
cracks. Rotor parts must be removed from service when the parts reach
the end of their useful life as defined by the minimum number of flight
cycles required to initiate a crack.
This rule removes turbocharger rotor life requirements from Sec.
33.14 and places them in a new Sec. 33.34.
Summary of Comments
The FAA published a Notice of Proposed Rulemaking (NPRM) entitled
Airworthiness Standards: Aircraft Engine Standards for Engine Life-
Limited Parts on February 2, 2006 (71 FR 5770). Nine commenters
responded to the NPRM request for comments. The commenters included
three turbine engine manufacturers; two domestic airplane operators,
who submitted through their representative association; two foreign
regulatory authorities; a domestic parts manufacturer; and an
individual. The turbine engine manufacturers fully support the rule
while proposing minor changes. Other commenters, including two airline
operators and a parts manufacturer, believe that inclusion of
structural static parts as life-limited parts in the rule would
substantially increase their costs and affect the potential of small
businesses to repair life-limited parts.
Static Parts
Those static parts that meet the definition of ``life-limited,'' as
established by Sec. 33.70, require FAA approval of the procedures used
to establish life limits and address anomalies related to those parts.
Two airline operators and a parts manufacturer stated that the rule
should not impose life limits on static parts. American Airlines stated
that the FAA is introducing a new requirement that ``all structural
parts, both rotating and static are to be addressed as Engine Life-
Limited Parts.'' American noted that based on Continued Airworthiness
Assessment Methodologies (CAAM) data from 1992 to 2000 ``the
probability of occurrence of case ruptures is very small'' and ``there
does not seem to be a good reason to consider static cases or other
static parts as life-limited, and they should not be.'' Similarly,
United Airlines ``does not see imposing life limits on this static
hardware as enhancing safety.'' Chromalloy Gas Turbine Corporation
found ``that the FAA has not identified sufficient, nor appropriate
substantiating cause to make such a bold change as to include static
structures (high pressure turbine casings) under the term life-limited
parts.''
The FAA believes it is essential to include a limited number of
structural static parts in the rules as service experience has
demonstrated that failure of these parts may result in hazardous
consequences to an aircraft. We also find that inclusion of certain
static parts under Sec. 33.70 does not impose a new requirement for
turbine engine manufacturers who currently meet the requirements of
Sec. 33.19, Durability, and EASA certification requirements. We find
that turbine engine manufacturers, based on Sec. 33.19 and issue
papers, have classified a limited number of static parts as ``life-
limited'' for at least the last decade. Examples of engines with static
parts classified as ``life-limited'' include: The CF34 (GE) family of
engines, installed on Bombardier and Embraer regional jets; GE90 Growth
family of engines, installed on the Boeing 777; Engine Alliance's
(General Electric and Pratt & Whitney) GP7200 engine, installed on the
Airbus A-380; and GEnx engine, to be installed on the Boeing 787.
All engine manufacturers who desire certification in Europe must
also meet EASA engine certification requirements. Under EASA
requirements, CS-E 515, Engine Critical Parts, turbine engine
manufacturers already classify a limited number of static parts as
``life-limited'' and include these parts in the Airworthiness
Limitations Section of the Instructions for Continued Airworthiness.
Imposing two different standards for engine certification on U.S.
engine manufacturers increases the costs of developing and certifying
aircraft turbine engines with no associated safety benefits.
We note that CAAM data covers the period from 1982 to 1996. Based
on this data, rupture of engine cases was the 10th leading cause of
level 3 or 4 events (significant damage or total loss to aircraft, or
minor injuries or loss of life).
Definition of ``Likely to Result''
Section 33.70 establishes that ``Engine life-limited parts are
rotor and major static structural parts whose primary failure is likely
to result in a hazardous engine effect.'' The term ``likely to result''
in this rule refers to possible consequences that may occur from an
engine part failure.
American Airlines took issue with the definition and use of the
term ``likely to result.'' American commented that ``likely to result''
is ``not clearly defined'' and ``does not agree with the SAE (Society
of Automotive Engineers) interpretation for CAAM analysis.'' American
also believes that the definition goes beyond the current Sec. 33.14
and forces consideration of all failures no matter how remote the
possibility of occurrence.
We have clarified that ``likely to result'' refers to possible
consequences to an engine or aircraft that may occur from an engine
part failure. The consequence of failure determines if a part is
considered a life-limited part.
The commenter's reference to an SAE interpretation of ``likely to
result,'' used
[[Page 50858]]
during CAAM analysis, deals with failures that have already occurred in
service. The SAE interpretation is appropriate for analysis of failures
that already occurred, but is not appropriate for a certification rule
that applies to an engine manufacturer during the design and
certification process. The definition of ``likely to result'' does not
apply or alter the corresponding definition used by CAAM techniques.
The definition is consistent with current Sec. 33.14 that states a
life limit must be established for each rotor part, ``the failure of
which could produce a hazard to the aircraft.'' It is absolutely
essential to safety that the consequences of failure are anticipated to
ensure appropriate engine parts are designated as life-limited parts.
Once a part is designated as life-limited, a vast array of quality
standards is applied to the part to prevent the unsafe consequences.
Costs of Rule
American Airlines expressed concern that the rule would result in
``unjustifiable additional costs.'' United Airlines stated that the
rule will ``significantly drive up operator's costs.'' United claimed
that ``the slightest defect, insignificant or otherwise, will result in
a part being held-up in its repair cycle, while FAA Approved Data is
sought. * * * To compensate, operators will be forced to increase
inventory levels of this expensive hardware.''
The rule may result in a small increase in the number of static
parts classified as ``life-limited'' beyond those few major structural
static parts currently classified as life-limited under existing
regulations. In addition, static parts are usually designed to have a
life consistent with the life of the engine. Unlike rotor parts, static
parts are repaired and their life is extended, provided their life
limits are re-established using approved methods. The classification of
static parts as life-limited requires engine manufacturers to design
these parts to a higher standard including validation of life. The
design of these parts to a higher standard, as well as the need to meet
higher quality control manufacturing standards, has the potential to
reduce the number of required repairs.
Effects on Small Businesses
Chromalloy Gas Turbine Corporation commented that ``With regard to
static structural parts, there are many small entities that perform the
maintenance tasks on these parts in direct competition with Original
Engine Manufacturers.'' Chromalloy further claimed that ``The proposed
rule change will severely affect the ability of these many entities to
develop and perform repairs for the static structural parts independent
of the Original Engine Manufacturers.''
We do not agree that the rule prevents any entities from performing
maintenance on life-limited parts (``static'' or ``rotating''). Any
entity, however, that repairs critical aircraft engine parts must
possess the necessary inspection, design, analysis, and engineering
skills to evaluate whether a repair is done properly. The safety of the
part depends on the applicant possessing these skills.
Service Management Plan
Rolls-Royce Corporation noted that the rule requires a Service
Management Plan that defines in-service processes for maintenance and
repair, and that these processes become part of the Instructions for
Continued Airworthiness (ICA). Rolls-Royce commented that the ``rule
could be interpreted to require that all engine life-limited repair
processes be defined by the Design Approval Holder (DAH) and
subsequently `made available' under the normal ICA requirements. * *
*''
We revised the rule to require an applicant to specify the
``limitations'' associated with a part's repair instead of actually
defining the repair process.
Parts Manufacturer Approval Standards
Transport Canada commented that life-limited parts are not
acceptable candidates for Parts Manufacturer Approval (PMA) and FAA
should reconsider PMA standards.
PMA standards are beyond the scope of this rule. Therefore, we did
not make any changes in response to this comment.
Paperwork Reduction Act
As required by the Paperwork Reduction Act of 1995 (44 U.S.C.
3507(d)), the FAA submitted a copy of the amended information
collection requirements(s) in this final rule to the Office of
Management and Budget (OMB) for its review. OMB approved the collection
of this information and assigned OMB Control Number 2120-0665.
An agency may not collect or sponsor the collection of information,
nor may it impose an information collection requirement unless it
displays a currently valid OMB control number.
This final rule consists of regulatory changes that will affect
operators and individuals performing repairs. Some of those changes
will require additional information collection. Comments received about
these requirements and the FAA's responses are discussed earlier in
this document, under the Comments section. The new information
requirements and the persons who would be required to provide that
information are described below.
Summary
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Affected entity Annual hours Annual cost
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Operators............................... 995 $ 49,750
Maintenance Providers................... 498 37,350
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Required Information, Use, and Respondents
Additional recordkeeping will occur, because operators will be
required to track the life of the part.
Additional engineering analysis will be performed anytime an
affected part is repaired.
One-thousand nine-hundred and ninety (1,990) is the average number
of affected aircraft and the corresponding estimated number of engine
removals is 498 (1,990 x 25%).
Annual Burden Estimate
Recordkeeping
The recordkeeping cost estimate includes estimates of shop and
records personnel time for tracking the part when an engine is removed.
The total estimated recordkeeping time requirement is 2 hours per
additional part per engine removal.
We calculate the annual recordkeeping hours by multiplying the
additional number of parts (1), by the number of hours per part (2).
That product is then multiplied by the annual number of engine removals
(498), to arrive at the annual hour
[[Page 50859]]
estimate of 995. When combined with the burdened labor rate of $50 per
hour, the estimated annual cost is $49,750.
Engineering
Additional engineering analysis will be required because operators
and maintenance providers handle repairs differently on life-limited
parts because of the critical nature of the part. More detailed
analysis is performed, in addition to life methodology checks, when a
life-limited part is repaired.
We calculated the annual engineering hours of 498 by multiplying
the additional number of hours per part (10) by the annual number of
engine removals (498) and then by the 10% repair factor. When combined
with the burdened labor rate of $75 per hour, the estimated annual cost
is $37,350.
International Compatibility
In keeping with U.S. obligations under the Convention on
International Civil Aviation, it is FAA policy to comply with
International Civil Aviation Organization (ICAO) Standards and
Recommended Practices to the maximum extent practicable. The FAA has
reviewed the corresponding ICAO Standards and Recommended Practices and
has identified no differences with these regulations.
Economic Assessment, Regulatory Flexibility Determination, Trade Impact
Assessment, and Unfunded Mandates Assessment
Changes to Federal regulations must undergo several economic
analyses. First, Executive Order 12866 directs that each Federal agency
shall propose or adopt a regulation only upon a reasoned determination
that the benefits of the intended regulation justify its costs. Second,
the Regulatory Flexibility Act of 1980 (Pub. L. 96-354) requires
agencies to analyze the economic impact of regulatory changes on small
entities. Third, the Trade Agreements Act (Pub. L. 96-39) prohibits
agencies from setting standards that create unnecessary obstacles to
the foreign commerce of the United States. In developing U.S.
standards, this Trade Act requires agencies to consider international
standards and, where appropriate, that they be the basis of U.S.
standards. Fourth, the Unfunded Mandates Reform Act of 1995 (Pub. L.
104-4) requires agencies to prepare a written assessment of the costs,
benefits, and other effects of proposed or final rules that include a
Federal mandate likely to result in the expenditure by State, local, or
tribal governments, in the aggregate, or by the private sector, of $100
million or more annually (adjusted for inflation with base year of
1995). This portion of the preamble summarizes the FAA's analysis of
the economic impacts of this final rule. Readers seeking greater detail
may read the full regulatory evaluation, a copy of which we have placed
in the docket for this rulemaking.
In conducting these analyses, FAA has determined that this final
rule: (1) Has benefits that justify its costs, (2) is not an
economically ``significant regulatory action'' as defined in section
3(f) of Executive Order 12866, (3) is not ``significant'' as defined in
DOT's Regulatory Policies and Procedures; (4) will not have a
significant economic impact on a substantial number of small entities;
(5) will not create unnecessary obstacles to the foreign commerce of
the United States; and (6) will not impose an unfunded mandate on
state, local, or tribal governments, or on the private sector by
exceeding the threshold identified above. These analyses are summarized
below.
Benefit-Cost Summary
There will be an overall benefit to manufacturers as a result of
having common certification processes in the United States and in
Europe. In addition to these benefits, the requirements contained in
this final rule will provide an added margin of safety by reducing the
number of failures in life-limited parts due to material, manufacturing
and service induced anomalies. The FAA believes it is essential to
include a limited number of structural static parts in the rules as
service experience has demonstrated that failure of these parts can
result in hazardous consequences to an aircraft. This final rule will
prevent a portion of uncontained engine failures. If only one event is
averted over the period of analysis, the benefits will be $11.6 million
($3.5 million present value).
The FAA estimates the total costs from implementing this final rule
are roughly $3.6 million ($1.0 million present value). These costs are
comprised of engineering and recordkeeping costs.
The estimated benefits of at least $11.6 million ($3.5 million
present value) are greater than the estimated cost of $3.6 million
($1.0 million present value). Accordingly, the final rule is cost-
beneficial.
Who Is Potentially Affected by This Rulemaking
Part 33 Engine Manufacturers
Operators of future part 33 engines
Entities performing maintenance and repairs
Assumptions and Sources of Information
Period of analysis--2008 through 2050
Discount rate--7%
Final Regulatory Flexibility Determination
The Regulatory Flexibility Act of 1980 (Pub. L. 96-354) (RFA)
establishes ``as a principle of regulatory issuance that agencies shall
endeavor, consistent with the objectives of the rule and of applicable
statutes, to fit regulatory and informational requirements to the scale
of the businesses, organizations, and governmental jurisdictions
subject to regulation. To achieve this principle, agencies are required
to solicit and consider flexible regulatory proposals and to explain
the rationale for their actions to assure that such proposals are given
serious consideration.'' The RFA covers a wide-range of small entities,
including small businesses, not-for-profit organizations, and small
governmental jurisdictions.
Agencies must perform a review to determine whether a rule will
have a significant economic impact on a substantial number of small
entities. If the agency determines that it will, the agency must
prepare a regulatory flexibility analysis as described in the RFA.
The purpose of this analysis is to provide the reasoning underlying
the FAA determination. The FAA has determined that:
There will not be a significant impact on a substantial
number of part 33 manufacturers.
There will not be a significant impact on a substantial
number of small entities that perform maintenance or repairs on
affected parts.
There will not be a significant impact on a substantial
number of small operators.
Part 33 manufacturers will receive the certification harmonization
savings that will arise as a result of this final rule. There will not
be a significant impact on a substantial number of small entities
performing maintenance or repairs on affected parts because their
expected revenue will be greater than the expected cost. There will not
be a significant impact on a substantial number of small airline
operators because the ratio of compliance cost to revenue was below
0.03 (three hundredths) of one percent for 49 small entities where data
was available.
A full discussion of the agency's regulatory flexibility analysis
can be found in the final regulatory evaluation, which has been placed
in the docket for this rulemaking.
[[Page 50860]]
Therefore, as the FAA Administrator, I certify that this final rule
will not have a significant economic impact on a substantial number of
small entities.
International Trade Impact Assessment
The Trade Agreements Act of 1979 (Pub. L. 96-39) prohibits Federal
agencies from establishing any standards or engaging in related
activities that create unnecessary obstacles to the foreign commerce of
the United States. Legitimate domestic objectives, such as safety, are
not considered unnecessary obstacles. The statute also requires
consideration of international standards and, where appropriate, that
they be the basis for U.S. standards.
This final rule considers and incorporates an international
standard as the basis of a FAA regulation. Thus this final rule
complies with The Trade Agreements Act of 1979 and does not create
unnecessary obstacles to international trade.
Unfunded Mandates Assessment
Title II of the Unfunded Mandates Reform Act of 1995 (Pub. L. 104-
4) requires each Federal agency to prepare a written statement
assessing the effects of any Federal mandate in a proposed or final
agency rule that may result in an expenditure of $100 million or more
(adjusted annually for inflation with the base year 1995) in any one
year by State, local, and tribal governments, in the aggregate, or by
the private sector; such a mandate is deemed to be a ``significant
regulatory action.'' The FAA currently uses an inflation-adjusted value
of $128.1 million in lieu of $100 million.
The FAA has assessed the potential effect of this final rule and
determined that it does not contain such a mandate. Therefore, the
requirements of Title II of the Unfunded Mandates Reform Act of 1995 do
not apply.
Executive Order 13132, Federalism
The FAA has analyzed this final rule under the principles and
criteria of Executive Order 13132, Federalism. We determined that this
action will not have a substantial direct effect on the States, or the
relationship between the national Government and the States, or on the
distribution of power and responsibilities among the various levels of
government, and therefore does not have federalism implications.
Environmental Analysis
FAA Order 1050.1E identifies FAA actions that are categorically
excluded from preparation of an environmental assessment or
environmental impact statement under the National Environmental Policy
Act in the absence of extraordinary circumstances. The FAA has
determined this rulemaking action qualifies for the categorical
exclusion identified in paragraph 312f and involves no extraordinary
circumstances.
Regulations That Significantly Affect Energy Supply, Distribution, or
Use
The FAA has analyzed this final rule under Executive Order 13211,
Actions Concerning Regulations that Significantly Affect Energy Supply,
Distribution, or Use (May 18, 2001). We have determined that it is not
a ``significant energy action'' under the executive order because it is
not a ``significant regulatory action'' under Executive Order 12866,
and it is not likely to have a significant adverse effect on the
supply, distribution, or use of energy.
Availability of Rulemaking Documents
You can get an electronic copy using the Internet by:
(1) Searching the Department of Transportation's electronic Docket
Management System (DMS) Web page (http://dms.dot.gov/search); (2) Visiting the FAA's Regulations and Policies Web page at http://
http://www.faa.gov/regulations_policies/; or
(3) Accessing the Government Printing Office's Web page at http://www.gpoaccess.gov/fr/index.html.
You can also get a copy by sending a request to the Federal
Aviation Administration, Office of Rulemaking, ARM-1, 800 Independence
Avenue, SW., Washington, DC 20591, or by calling (202) 267-9680. Make
sure to identify the amendment number or docket number of this
rulemaking.
You may search the electronic form of all comments received in any
of our dockets by the name of the individual submitting the comment (or
signing the comment, if submitted on behalf of an association,
business, labor union, etc.). You may review DOT's complete Privacy Act
statement in the Federal Register published on April 11, 2000 (Volume
65, Number 70; Pages 19477-78) or you may visit http://dms.dot.gov.
Small Business Regulatory Enforcement Fairness Act
The Small Business Regulatory Enforcement Fairness Act (SBREFA) of
1996 requires FAA to comply with small entity requests for information
or advice about compliance with statutes and regulations within its
jurisdiction. If you are a small entity and you have a question
regarding this document, you may contact its local FAA official, or the
person listed under FOR FURTHER INFORMATION CONTACT. You can find out
more about SBREFA on the Internet at http://www.faa.gov/regulations_policies/rulemaking/sbre_act/
.
List of Subjects in 14 CFR Part 33
Air Transportation, Aircraft, Aviation safety, Safety.
The Amendment
0
In consideration of the foregoing, the Federal Aviation Administration
amends Chapter I of Title 14, Code of Federal Regulations as follows:
PART 33--AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES
0
1. The authority citation for part 33 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701-44702, 44704.
Sec. 33.14 [Removed]
0
2. Remove Sec. 33.14.
0
3. Add new Sec. 33.34 to read as follows:
Sec. 33.34 Turbocharger rotors.
Each turbocharger case must be designed and constructed to be able
to contain fragments of a compressor or turbine that fails at the
highest speed that is obtainable with normal speed control devices
inoperative.
0
4. Add new Sec. 33.70 to read as follows:
Sec. 33.70 Engine life-limited parts.
By a procedure approved by the FAA, operating limitations must be
established which specify the maximum allowable number of flight cycles
for each engine life-limited part. Engine life-limited parts are rotor
and major static structural parts whose primary failure is likely to
result in a hazardous engine effect. Typically, engine life-limited
parts include, but are not limited to disks, spacers, hubs, shafts,
high-pressure casings, and non-redundant mount components. For the
purposes of this section, a hazardous engine effect is any of the
conditions listed in Sec. 33.75 of this part. The applicant will
establish the integrity of each engine life-limited part by:
(a) An engineering plan that contains the steps required to ensure
each engine life-limited part is withdrawn from service at an approved
life before hazardous engine effects can occur. These steps include
validated analysis, test, or service experience which ensures that the
combination of loads, material properties, environmental influences and
operating conditions, including the effects of other engine parts
influencing these parameters, are sufficiently well known and
predictable
[[Page 50861]]
so that the operating limitations can be established and maintained for
each engine life-limited part. Applicants must perform appropriate
damage tolerance assessments to address the potential for failure from
material, manufacturing, and service induced anomalies within the
approved life of the part. Applicants must publish a list of the life-
limited engine parts and the approved life for each part in the
Airworthiness Limitations Section of the Instructions for Continued
Airworthiness as required by Sec. 33.4 of this part.
(b) A manufacturing plan that identifies the specific manufacturing
constraints necessary to consistently produce each engine life-limited
part with the attributes required by the engineering plan.
(c) A service management plan that defines in-service processes for
maintenance and the limitations to repair for each engine life-limited
part that will maintain attributes consistent with those required by
the engineering plan. These processes and limitations will become part
of the Instructions for Continued Airworthiness.
Issued in Washington, DC, on August 27, 2007.
Marion Blakey,
Administrator. 1 1
[FR Doc. E7-17369 Filed 8-31-07; 8:45 am]
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