Airworthiness Directives; International Aero Engines AG (IAE) V2522-A5, V2524-A5, V2527-A5, V2527E-A5, V2527M-A5, V2530-A5, and V2533-A5 Turbofan Engines, 70294-70297 [E6-20323]

Download as PDF mstockstill on PROD1PC61 with RULES 70294 Federal Register / Vol. 71, No. 232 / Monday, December 4, 2006 / Rules and Regulations 8. (Optional): If you decide to cold work your bolt holes following Snow Engineering Service Letter #233 or #234, both dated May 18, 2002, at a TIS that does not coincide with a scheduled inspection following this AD, then eddy-current inspect at the time of cold working and then begin the 1,600/1,200 hour TIS inspection intervals (2 times the intervals listed in Steps 2.a., 2.b., and 6.a. listed above). 9. (Optional): If you have modified your airplane in accordance with Step 4 above before accumulating 4,000 hours TIS, then you may continue to fly your airplane past (modification + 4,000 hours TIS) provided you cut your inspection intervals in half. Make a logbook entry following Step 6.c. above to reflect these reduced inspection intervals. Upon accumulating 8,000 hours TIS, you must comply with Step 7 above. Example: An AT–502B airplane had the two-part modification installed at 3,000 hours TIS and the bolt holes have not been cold worked. The first inspection would occur at 4,600 hours TIS. From Step 5, this is modification plus 1,600 hours TIS. Example (continued): Inspections would follow at 5,400 hours TIS, 6,200 hours TIS, and 7,000 hours TIS. From Step 6.a. above, this is 800-hour TIS inspection intervals. Regarding the inspection at 7,000 hours TIS (modification plus 4,000 hours TIS), this relates to the 8,000-hour TIS inspection from Step 7 above, which is modification plus 4,000 hours TIS, except in this example the modification took place at 3,000 hours TIS instead of 4,000 hours TIS as specified in Step 4 above. This airplane may continue to fly if inspected again at 7,400 hours TIS and 7,800 hours TIS, which is 400-hour TIS inspection intervals. This 400-hour TIS inspection interval corresponds to Step 9 where you cut your inspection interval from Step 6.a. in half. Upon accumulating 8,000 hours TIS (this is the same as Step 7 above), you must replace the parts listed in Step 7. For airplanes that have or have had Marburger Enterprise, Inc. winglets installed following Supplemental Type Certificate (STC) SA00490LA: If you have removed the winglets, calculate new, reduced hours for Steps 1, 4, 5, and 7, as applicable, based on the winglet usage factor listed in Table 2 of paragraph (c)(4) and Appendix 2 of this AD. You may repetitively inspect at the same intervals listed in Step 2 above provided that you do not re-install the winglets. Example: An AT–502 airplane, S/N 502– 0200, had winglets installed at 200 hours TIS and removed at 800 hours TIS. The winglet usage factor is: 1.6 Calculate equivalent hours: 600 hours TIS with winglets × 1.6 = 960 hours TIS Winglet usage penalty = 960 ¥ 600 = 360 New Step 1 Pre-Modification Initial Inspection Time = 1,600 ¥ 360 = 1,240 hours TIS Retained Step 2 Pre-Modification Inspection Interval: Since the winglets are removed, the Pre-Modification Inspection Interval remains 800 hours TIS New Step 4 Modification time = 4,000 ¥ 360 = 3,640 hours TIS VerDate Aug<31>2005 12:11 Dec 01, 2006 Jkt 211001 New Step 5 Post-Modification Initial Inspection time = 3,640 + 1,600 = 5,240 hours TIS Retained Step 6 Post-Modification Inspection interval: Since the winglets are removed the Post-Modification Inspection interval remains at 800/1,600 hours TIS. New Step 7 replacement time = 8,000 ¥ 360 = 7,640 hours TIS Use the Retained Step 2 interval, the New Step 5 time, and the Retained Step 6 interval to make appropriate logbook entries for the pre- and post-modification intervals, using the format presented in Steps 2.d., 4.c., and 6.c. If you have not removed the winglets, then calculate new, reduced hours for Steps 1, 2, 4, 5, 6, and 7 above, as applicable, based on the winglet usage factor listed in Table 2 of paragraph (c)(4) of this AD and Appendix 2 of this AD. Repetitively inspect at the appropriate interval listed in the step above divided by the winglet usage factor. Example: An AT–502B, S/N 502B–0550, that has not had P/N 20998–1/–2 web plate installed and has had winglets on since new. The winglet usage factor is: 1.2 New Step 1 Pre-modification initial inspection time: 1,600 ÷ 1.2 = 1,333 hours TIS New Step 2 Pre-modification inspection interval: 600 ÷ 1.2 = 500 hours TIS New Step 4 Modification time: 4,000 ÷ 1.2 = 3,333 hours TIS New Step 5 Post-modification initial inspection time: 3,333 + 1,333 (1,600 ÷ 1.2) = 4,666 hours TIS New Step 6 Post-modification inspection interval: 800 ÷ 1.2 = 667 hours TIS New Step 7 Replacement time: 8,000 ÷ 1.2 = 6,667 hours TIS Use the reduced hours you calculate in New Step 2, New Step 5, and New Step 6 to make appropriate logbook entries for the preand post-modification inspection intervals, using the format presented in Steps 2.d., 4.c., and 6.c. above. Issued in Kansas City, Missouri, on November 22, 2006. Kim Smith, Manager, Small Airplane Directorate, Aircraft Certification Service. [FR Doc. E6–20324 Filed 12–1–06; 8:45 am] BILLING CODE 4910–13–P PO 00000 Frm 00020 Fmt 4700 Sfmt 4700 DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2006–26013; Directorate Identifier 2003–NE–21–AD; Amendment 39– 14841; AD 2006–25–01] RIN 2120–AA64 Airworthiness Directives; International Aero Engines AG (IAE) V2522–A5, V2524–A5, V2527–A5, V2527E–A5, V2527M–A5, V2530–A5, and V2533–A5 Turbofan Engines Federal Aviation Administration, DOT. ACTION: Final rule. AGENCY: SUMMARY: The FAA is superseding an existing airworthiness directive (AD) for certain IAE V2522–A5, V2524–A5, V2527–A5, V2527E–A5, V2527M–A5, V2530–A5, and V2533–A5 turbofan engines. That AD currently requires initial and repetitive inspections of the master magnetic chip detector (MCD) or the No. 1, 2, 3 bearing chamber MCD. This AD requires the same MCD inspections. This AD also requires removing certain No. 3 bearings and removing certain high pressure compressure (HPC) stubshaft assemblies as mandatory terminating actions to the repetitive MCD inspections. This AD results from IAE developing a terminating action to the repetitive inspections of the chip detectors, and from expanding the applicability to include additional serial-numbered engines with certain No. 3 bearings installed. We are issuing this AD to prevent failure of the No. 3 bearing, which could result in an in-flight shutdown (IFSD) and smoke in the cockpit and cabin. DATES: This AD becomes effective January 8, 2007. The Director of the Federal Register approved the incorporation by reference of certain publications listed in the regulations as of January 8, 2007. ADDRESSES: You can get the service information identified in this AD from International Aero Engines AG, 400 Main Street, East Hartford, CT 06108; telephone: (860) 565–5515; fax: (860) 565–5510. You may examine the AD docket on the Internet at http://dms.dot.gov or in Room PL–401 on the plaza level of the Nassif Building, 400 Seventh Street, SW., Washington, DC. FOR FURTHER INFORMATION CONTACT: James Rosa, Aerospace Engineer, Engine Certification Office, FAA, Engine and Propeller Directorate, 12 New England E:\FR\FM\04DER1.SGM 04DER1 Federal Register / Vol. 71, No. 232 / Monday, December 4, 2006 / Rules and Regulations Executive Park, Burlington, MA 01803; telephone (781) 238–7152; fax (781) 238–7199. SUPPLEMENTARY INFORMATION: The FAA proposed to amend 14 CFR part 39 with a proposed airworthiness directive (AD). The proposed AD applies to certain IAE V2522–A5, V2524–A5, V2527–A5, V2527E–A5, V2527M–A5, V2530–A5, and V2533–A5 turbofan engines. We published the proposed AD in the Federal Register on September 17, 2003 (69 FR 54400). That action proposed to require initial and repetitive inspections of the master MCD or the No. 1, 2, 3 bearing chamber MCD. That proposal would also have required replacing certain No. 3 bearings and replacing or recoating certain HPC stubshaft assemblies as mandatory terminating actions to the repetitive MCD inspections. We also published a supplemental proposed AD in the Federal Register on January 17, 2006 (71 FR 2491). That action revised the proposed AD by expanding its applicability to include additional serial-numbered engines with certain No. 3 bearings installed. Examining the AD Docket You may examine the docket that contains the AD, any comments received, and any final disposition in person at the Docket Management Facility Docket Office between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. The Docket Office (telephone (800) 647–5227) is located on the plaza level of the Department of Transportation Nassif Building at the street address stated in ADDRESSES. Comments will be available in the AD docket shortly after the DMS receives them. mstockstill on PROD1PC61 with RULES Comments We provided the public the opportunity to participate in the development of this AD. We have considered the comments received. Request To Remove the Requirement To Rework or Replace the HPC Stubshaft on Certain Engines IAE and three air carriers request that we remove the requirement to rework or replace the stubshafts that have a lowenergy plasma coating in engines that did not have No. 3 bearing, part number (P/N) 2A1165, as this is not necessary for safe operation. We agree. We changed the requirement from ‘‘at the next shop visit for any reason, replace the HPC stubshaft that has a low-energy plasma coating with an HPC stubshaft that has a high-energy plasma coating’’ to ‘‘at the next shop visit, for engines listed in Table 1 of Appendix 1 of IAE VerDate Aug<31>2005 12:11 Dec 01, 2006 Jkt 211001 SB No. V2500–ENG–72–0452, Revision 4, dated September 30, 2005, with a serial number (SN) from V10601 through V11335 inclusive, remove the HPC stubshaft that has a low-energy plasma coating.’’ Table 1 lists engines with a No. 3 bearing, P/N 2A1165. Another air carrier states that IAE SB No. V2500–ENG–72–0459 is the true, inshop, root cause corrective action. The commenter further states that the SB compliance requires you to also comply with IAE SB No. V2500–ENG–72–0421, which, while beneficial, does not correct the root cause. SB No. V2500– ENG–72–0421 requires replacing all stubshafts with a low-energy plasma coating, with stubshafts with a highenergy plasma coating, regardless of which No. 3 bearing is installed. The commenter requests that we limit the AD requirement to just replacing the affected No. 3 bearing. We partially agree. The unsafe condition is an HPC stubshaft with a low-energy plasma coating used with a No. 3 bearing, P/N 2A1165, in engines listed in Table 1 of Appendix 1 of SB No. V2500–ENG–72– 0452. The supplemental NPRM did not propose to require compliance with SB No. V2500–ENG–72–0421. It expanded the list of affected engines by SN. The table does not refer to any other service document. Furthermore, this final rule requires inspection and removal of hardware from the engines listed in Table 1 of Appendix 1 of SB No. V2500– ENG–72–0452 only. Request To Reference Revision 3 of IAE SB V2500–ENG–72–0459 IAE requests that we reference the latest revision, which is Revision 3, of IAE SB No. V2500–ENG–72–0459, in the AD. We do not agree. We are only incorporating by reference Table 1 of Appendix 1 of IAE SB No. V2500–ENG– 72–0452, Revision 4, dated September 30, 2005, in this AD which identifies the SNs of affected engines. We did not incorporate by reference Table 1 of Appendix 1 of IAE SB No. V2500–ENG– 72–0459, in the AD because we discovered that that SB contains SNs of engines that have hybrid No. 3 bearings, and we did not include the hybrid bearings as part of the affected population. We did not change the AD. Request To More Accurately Describe the Failure Event IAE requests that we more accurately describe the failure event when the No. 3 bearing fails due to a fracture of the No. 3 bearing race. We agree. We changed the Summary and paragraph (d) from ‘‘ We are issuing this AD to prevent failure of the No. 3 bearing, which could result in an IFSD and PO 00000 Frm 00021 Fmt 4700 Sfmt 4700 70295 smoke in the cockpit and cabin’’ to ‘‘We are issuing this AD to prevent failure of the No. 3 bearing, which could result in an IFSD and smoke in the cockpit and cabin. The smoke is a result of oil escaping from the bearing compartment due to a fracture of the No. 3 bearing race.’’ Request To Change the Costs of Compliance IAE requests that we change the costs of compliance to reflect inspection costs as well as replacement costs of HPC stubshafts that have a low-energy plasma coating. We agree. We changed the costs of compliance to add 0.3 workhour for inspection. This changed our estimated total cost in the AD from $5,355,174 to $5,357,511. Request To Remove the Requirement To Inspect All Chip Detectors IAE and four air carriers request that we remove the requirement to inspect the master magnetic chip detector and the No. 1, 2, 3, bearing chamber magnetic chip detectors. The commenters state that inspecting all chip detectors does not provide any additional assurance that the No. 3 bearing deterioration will be detected. We partially agree. We agree that safe engine operation does not require inspecting all chip detectors. However, the comment is directed at the original NPRM. The supplemental NPRM and this AD require that you inspect the master MCD or the No. 1, 2, 3 bearing chamber MCD. Request To Change the AD As to When Parts Are To Be Removed Jet Blue Airways requests that we change the AD from when the parts are removed at the next shop visit for any reason, to a prescribed event such as the separation of a major flange. As written, the commenter would incur an increased maintenance burden. We do not agree. The existing removal plan is effective at preventing smoke in the cockpit and cabin. We did not change the AD. Request To Reference A Related AD That Requires Isolation of the Airplane Environmental Air Packs IAE requests that we reference AD 2003–13–02, which requires isolation of the airplane environmental air packs, in the event of a No. 3 bearing failure. We agree. AD 2003–10–14 also has similar requirements. We changed the AD to include references to related AD 2003– 13–02 and AD 2003–10–14, in paragraph (o) of the AD. E:\FR\FM\04DER1.SGM 04DER1 70296 Federal Register / Vol. 71, No. 232 / Monday, December 4, 2006 / Rules and Regulations Request To Reduce the Inspection Interval From 125 Hours to 50 Hours Airline Pilots Association, International requests that we reduce the inspection interval from 125 hours to 50 hours to minimize the possibility of an engine that is near failure from returning to service for an additional 125 hours. We do not agree. Our analysis indicates that a 125-hour interval meets safety requirements. Operators may reduce the inspection interval. However, we suggest that operators with approved maintenance programs coordinate any changes with their local FAA Flight Standards District Office. We did not change the AD. Request To Add Wording That Complying With SB No. V2500–ENG– 72–0421 is Considered as Complying With the AD All Nippon Airways requests that we add wording that complying with SB No. V2500–ENG–72–0421 is considered complying with the AD. The commenter states that the SB provides instructions to rework the stubshaft by applying a high-energy coating. This coating eliminates hard particle contamination caused by stubshafts with a low-energy coating. We partially agree. Incorporating SB No. V2500–ENG–72– 0421 would satisfy the AD requirement to remove stubshafts with a low-energy coating from the identified population. However, we require that if the No. 3 bearing, P/N 2A1165, in engines listed in Table 1 of Appendix 1 of SB No. V2500–ENG–72–0452 is installed with a stubshaft with a low-energy coating, the No. 3 bearing must be removed, due to the bearing continuing to be affected from possible residual hard particle contamination or prior damage from contamination before stubshaft change. We did not change the AD. mstockstill on PROD1PC61 with RULES Request To Allow Installing New No. 3 Bearings, P/N 2A1165 United Airlines requests that we allow installing new No. 3 bearings, P/ N 2A1165, as they are not susceptible to the same problem as earlier manufactured bearings of that P/N. We agree. The AD does not prohibit installing new No. 3 bearings, P/N 2A1165. The only bearings that must be removed and not reused, are installed in engines identified in Table 1 of Appendix 1 of IAE SB No. V2500–ENG– 72–0452, Revision 4, dated September 30, 2005. We did not change the AD. Request To Add IAE SB V2500–ENG– 72–0460 as a Requirement to the AD IAE requests that we add IAE SB No. V2500–ENG–72–0460 as a requirement to the AD. IAE states that the SB VerDate Aug<31>2005 12:11 Dec 01, 2006 Jkt 211001 provides instructions on recoating or replacing all stubshafts installed on engines identified as suspect because the engine oil system was not designed to work with low-energy coating debris. We do not agree. Although replacing all stubshafts with a low-energy coating is encouraged, we do not require it in the AD, as it is not necessary to assure safety. We did not change the AD. Request To Include Engine Model V2533–A5 IAE requests that we include engine model V2533–A5 in the AD. We agree that this AD applies to engine model V2533–A5. However, the engine model was added to the supplemental NPRM and is also listed in this AD. We did not change the AD. Explanation of More Engine SNs Listed in Table 1 of Appendix 1 of IAE SB No. V2500–ENG–72–0459 Table 1 of Appendix 1 of IAE SB No. V2500–ENG–72–0459, which we referenced in the proposed ADs, has more engine SNs listed than in Table 1 of Appendix 1 of IAE SB No. V2500– ENG–72–0452, Revision 4, dated September 30, 2005. This is because the larger Table 1 also lists engines with hybrid No. 3 bearings installed, that are not suseptable to deterioration as others were. Docket Number Change We are transferring the docket for this AD to the Docket Management System as part of our on-going docket management consolidation efforts. The new Docket No. is FAA–2006–26013. The old Docket No. became the Directorate Identifier, which is 2003– NE–21–AD. This final rule might get logged into the DMS docket, ahead of the proposed AD and comments received, as we are in the process of sending those items to the DMS. 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. Addition of Inspection Recommendation Also, since we issued the supplemental NPRM, we determined that we need to add an inspection recommendation in the compliance section. We recommend the inspection of the master MCD or the No. 1, 2, 3 PO 00000 Frm 00022 Fmt 4700 Sfmt 4700 bearing chamber MCD, using paragraphs (f) through (f)(3) of this AD, on all engines installed on the same airplane, not be done by the same individual before the same flight. This is to minimize the chances of maintenance error on multiple engine airplanes. Costs of Compliance We estimate that this AD will affect 123 engines installed on airplanes of U.S. registry. We also estimate it will take 150.3 work-hours per engine to perform the actions, and that the average labor rate is $65 per work-hour. Required parts will cost about $33,788 per engine. Based on these figures, we estimate the total cost of the AD to U.S. operators to be $5,357,573. 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 Analysis 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 E:\FR\FM\04DER1.SGM 04DER1 Federal Register / Vol. 71, No. 232 / Monday, December 4, 2006 / Rules and Regulations the AD Docket. You may get a copy of this summary at the address listed under ADDRESSES. List of Subjects in 14 CFR Part 39 Air transportation, Aircraft, Aviation safety, Incorporation by reference, 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: I PART 39—AIRWORTHINESS DIRECTIVES 1. The authority citation for part 39 continues to read as follows: I Authority: 49 U.S.C. 106(g), 40113, 44701. § 39.13 [Amended] 2. The FAA amends § 39.13 by removing Amendment 39–13183 (68 FR 33621, June 5, 2003) and by adding a new airworthiness directive, Amendment 39–14841, to read as follows: I 2006–25–01 International Aero Engines AG: Amendment 39–14841; Docket No. FAA–2006–26013; Directorate Identifier 2003–NE–21–AD. Effective Date (a) This airworthiness directive (AD) becomes effective January 8, 2007. Affected ADs (b) This AD supersedes AD 2003–11–23, Amendment 39–13183. mstockstill on PROD1PC61 with RULES Applicability (c) This AD applies to International Aero Engines AG (IAE) V2522–A5, V2524–A5, V2527–A5, V2527E–A5, V2527M–A5, V2530–A5, and V2533–A5 turbofan engines with engine serial numbers V10601 through V11335 inclusive and bearings part number (P/N) 2A1165 installed. These engines are installed on, but not limited to, Airbus Industrie A319, A320, and A321 series airplanes. Unsafe Condition (d) This AD results from IAE developing a terminating action to the repetitive inspections of the chip detectors, and from expanding the applicability to include additional serial-numbered engines with certain No. 3 bearings installed. We are issuing this AD to prevent failure of the No. 3 bearing, which could result in an IFSD and smoke in the cockpit and cabin. The smoke is a result of oil escaping from the bearing compartment due to a fracture of the No. 3 bearing race. Compliance (e) You are responsible for having the actions required by this AD performed within the compliance times specified unless the actions have already been done. VerDate Aug<31>2005 12:11 Dec 01, 2006 Jkt 211001 Inspection of the Master Magnetic Chip Detector (MCD) or the No. 1, 2, 3 Bearing Chamber MCD (f) For engines listed in Table 1 of Appendix 1 of IAE Service Bulletin (SB) No. V2500–ENG–72–0452, Revision 4, dated September 30, 2005, and that have a No. 3 bearing, P/N 2A1165, installed at new production build, do the following: (1) Within 125 hours time-in-service (TIS) after the effective date of this AD, inspect the master MCD or the No. 1, 2, 3 bearing chamber MCD. (2) Thereafter, within 125 hours timesince-last inspection, inspect the master MCD or the No. 1, 2, 3 bearing chamber MCD. (3) If you find bearing material on the master MCD or No. 1, 2, 3 bearing chamber MCD, remove the engine from service before further flight. Inspection Recommendation (g) We recommend the inspection of the master MCD or the No. 1, 2, 3 bearing chamber MCD, using paragraphs (f) through (f)(3) of this AD, on all engines installed on the same airplane, not be done by the same individual before the same flight. This is to minimize the chances of maintenance error on multiple engine airplanes. Removal of No. 3 Bearing (h) At the next shop visit, for engines listed in Table 1 of Appendix 1 of IAE SB No. V2500–ENG–72–0452, Revision 4, dated September 30, 2005, that have a serial number (SN) from V10601 through V11335 inclusive, and that have a No. 3 bearing, P/N 2A1165 installed at new production, remove the No. 3 bearing. (i) After the effective date of this AD, do not install any No. 3 bearing, P/N 2A1165, removed in paragraph (h) of this AD, into any engine. Removal of High Pressure Compressor (HPC) Stubshaft (j) At the next shop visit, for engines listed in Table 1 of Appendix 1 of IAE SB No. V2500–ENG–72–0452, Revision 4, dated September 30, 2005, that have a SN from V10601 through V11335 inclusive, remove the HPC stubshaft that has a low-energy plasma coating. Terminating Action (k) Performing the requirements specified in paragraph (h) and (j) of this AD is terminating action to the repetitive MCD inspections specified in paragraphs (f) through (f)(3) of this AD. Alternative Methods of Compliance (l) The Manager, Engine Certification Office, has the authority to approve alternative methods of compliance for this AD if requested using the procedures found in 14 CFR 39.19. Material Incorporated by Reference (m) For identifying engines within the engine SN range of V10601 to V11335 inclusive, known to have had P/N 2A1165 installed, you must use Table 1 of Appendix 1 of International Aero Engines Service Bulletin No. V2500–ENG–72–0452, Revision 4, dated September 30, 2005. The Director of PO 00000 Frm 00023 Fmt 4700 Sfmt 4700 70297 the Federal Register approved the incorporation by reference of Table 1 of Appendix 1 of International Aero Engines Service Bulletin No. V2500–ENG–72–0452, Revision 4, dated September 30, 2005, in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Contact International Aero Engines AG, 400 Main Street, East Hartford, CT 06108; telephone: (860) 565–5515; fax: (860) 565–5510, for a copy of this service information. You may review copies at the FAA, New England Region, Office of the Regional Counsel, 12 New England Executive Park, Burlington, MA; or at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, call 202–741–6030, or go to: http://www.archives.gov/federalregister/cfr/ibr-locations.html. Related Information (n) The following SBs contain additional information and procedures: (1) You can find information on inspecting the master MCD and the No. 1, 2, 3 bearing chamber MCD in section 79–00–00–601 of the Aircraft Maintenance Manual. (2) Additional information on inspection procedures is included in IAE SB No. V2500– ENG–72–0452, Revision 4, dated September 30, 2005. (3) You can find information on replacing the No. 3 bearing in IAE SB No. V2500–ENG– 72–0459, Revision 3, dated April 12, 2003. (4) You can find information on replacing HPC stubshafts that have a low-energy plasma coating, (all engines) in IAE SB No. V2500–ENG–72–0460, Revision 2, dated March 4, 2006. (o) Airworthiness directive 2003–10–14 and AD 2003–13–02, which revise the Limitation section of the airplane flight manual to incorporate new procedures to follow in the event of smoke in the cockpit and cabin, are related to the subject of this AD. Issued in Burlington, Massachusetts, on November 27, 2006. Peter A. White, Acting Manager, Engine and Propeller Directorate, Aircraft Certification Service. [FR Doc. E6–20323 Filed 12–1–06; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2006–26258; Directorate Identifier 2006–CE–67–AD; Amendment 39– 14840; AD 2006–24–11] RIN 2120–AA64 Airworthiness Directives; Raytheon Aircraft Company Models 1900, 1900C, and 1900D Airplanes Federal Aviation Administration (FAA), DOT. ACTION: Final rule; request for comments. AGENCY: E:\FR\FM\04DER1.SGM 04DER1

Agencies

[Federal Register Volume 71, Number 232 (Monday, December 4, 2006)]
[Rules and Regulations]
[Pages 70294-70297]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E6-20323]


-----------------------------------------------------------------------

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2006-26013; Directorate Identifier 2003-NE-21-AD; 
Amendment 39-14841; AD 2006-25-01]
RIN 2120-AA64


Airworthiness Directives; International Aero Engines AG (IAE) 
V2522-A5, V2524-A5, V2527-A5, V2527E-A5, V2527M-A5, V2530-A5, and 
V2533-A5 Turbofan Engines

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule.

-----------------------------------------------------------------------

SUMMARY: The FAA is superseding an existing airworthiness directive 
(AD) for certain IAE V2522-A5, V2524-A5, V2527-A5, V2527E-A5, V2527M-
A5, V2530-A5, and V2533-A5 turbofan engines. That AD currently requires 
initial and repetitive inspections of the master magnetic chip detector 
(MCD) or the No. 1, 2, 3 bearing chamber MCD. This AD requires the same 
MCD inspections. This AD also requires removing certain No. 3 bearings 
and removing certain high pressure compressure (HPC) stubshaft 
assemblies as mandatory terminating actions to the repetitive MCD 
inspections. This AD results from IAE developing a terminating action 
to the repetitive inspections of the chip detectors, and from expanding 
the applicability to include additional serial-numbered engines with 
certain No. 3 bearings installed. We are issuing this AD to prevent 
failure of the No. 3 bearing, which could result in an in-flight 
shutdown (IFSD) and smoke in the cockpit and cabin.

DATES: This AD becomes effective January 8, 2007. The Director of the 
Federal Register approved the incorporation by reference of certain 
publications listed in the regulations as of January 8, 2007.

ADDRESSES: You can get the service information identified in this AD 
from International Aero Engines AG, 400 Main Street, East Hartford, CT 
06108; telephone: (860) 565-5515; fax: (860) 565-5510.
    You may examine the AD docket on the Internet at http://dms.dot.gov 
or in Room PL-401 on the plaza level of the Nassif Building, 400 
Seventh Street, SW., Washington, DC.

FOR FURTHER INFORMATION CONTACT: James Rosa, Aerospace Engineer, Engine 
Certification Office, FAA, Engine and Propeller Directorate, 12 New 
England

[[Page 70295]]

Executive Park, Burlington, MA 01803; telephone (781) 238-7152; fax 
(781) 238-7199.

SUPPLEMENTARY INFORMATION: The FAA proposed to amend 14 CFR part 39 
with a proposed airworthiness directive (AD). The proposed AD applies 
to certain IAE V2522-A5, V2524-A5, V2527-A5, V2527E-A5, V2527M-A5, 
V2530-A5, and V2533-A5 turbofan engines. We published the proposed AD 
in the Federal Register on September 17, 2003 (69 FR 54400). That 
action proposed to require initial and repetitive inspections of the 
master MCD or the No. 1, 2, 3 bearing chamber MCD. That proposal would 
also have required replacing certain No. 3 bearings and replacing or 
recoating certain HPC stubshaft assemblies as mandatory terminating 
actions to the repetitive MCD inspections. We also published a 
supplemental proposed AD in the Federal Register on January 17, 2006 
(71 FR 2491). That action revised the proposed AD by expanding its 
applicability to include additional serial-numbered engines with 
certain No. 3 bearings installed.

Examining the AD Docket

    You may examine the docket that contains the AD, any comments 
received, and any final disposition in person at the Docket Management 
Facility Docket Office between 9 a.m. and 5 p.m., Monday through 
Friday, except Federal holidays. The Docket Office (telephone (800) 
647-5227) is located on the plaza level of the Department of 
Transportation Nassif Building at the street address stated in 
ADDRESSES. Comments will be available in the AD docket shortly after 
the DMS receives them.

Comments

    We provided the public the opportunity to participate in the 
development of this AD. We have considered the comments received.

Request To Remove the Requirement To Rework or Replace the HPC 
Stubshaft on Certain Engines

    IAE and three air carriers request that we remove the requirement 
to rework or replace the stubshafts that have a low-energy plasma 
coating in engines that did not have No. 3 bearing, part number (P/N) 
2A1165, as this is not necessary for safe operation. We agree. We 
changed the requirement from ``at the next shop visit for any reason, 
replace the HPC stubshaft that has a low-energy plasma coating with an 
HPC stubshaft that has a high-energy plasma coating'' to ``at the next 
shop visit, for engines listed in Table 1 of Appendix 1 of IAE SB No. 
V2500-ENG-72-0452, Revision 4, dated September 30, 2005, with a serial 
number (SN) from V10601 through V11335 inclusive, remove the HPC 
stubshaft that has a low-energy plasma coating.'' Table 1 lists engines 
with a No. 3 bearing, P/N 2A1165.
    Another air carrier states that IAE SB No. V2500-ENG-72-0459 is the 
true, in-shop, root cause corrective action. The commenter further 
states that the SB compliance requires you to also comply with IAE SB 
No. V2500-ENG-72-0421, which, while beneficial, does not correct the 
root cause. SB No. V2500-ENG-72-0421 requires replacing all stubshafts 
with a low-energy plasma coating, with stubshafts with a high-energy 
plasma coating, regardless of which No. 3 bearing is installed. The 
commenter requests that we limit the AD requirement to just replacing 
the affected No. 3 bearing. We partially agree. The unsafe condition is 
an HPC stubshaft with a low-energy plasma coating used with a No. 3 
bearing, P/N 2A1165, in engines listed in Table 1 of Appendix 1 of SB 
No. V2500-ENG-72-0452. The supplemental NPRM did not propose to require 
compliance with SB No. V2500-ENG-72-0421. It expanded the list of 
affected engines by SN. The table does not refer to any other service 
document. Furthermore, this final rule requires inspection and removal 
of hardware from the engines listed in Table 1 of Appendix 1 of SB No. 
V2500-ENG-72-0452 only.

Request To Reference Revision 3 of IAE SB V2500-ENG-72-0459

    IAE requests that we reference the latest revision, which is 
Revision 3, of IAE SB No. V2500-ENG-72-0459, in the AD. We do not 
agree. We are only incorporating by reference Table 1 of Appendix 1 of 
IAE SB No. V2500-ENG-72-0452, Revision 4, dated September 30, 2005, in 
this AD which identifies the SNs of affected engines. We did not 
incorporate by reference Table 1 of Appendix 1 of IAE SB No. V2500-ENG-
72-0459, in the AD because we discovered that that SB contains SNs of 
engines that have hybrid No. 3 bearings, and we did not include the 
hybrid bearings as part of the affected population. We did not change 
the AD.

Request To More Accurately Describe the Failure Event

    IAE requests that we more accurately describe the failure event 
when the No. 3 bearing fails due to a fracture of the No. 3 bearing 
race. We agree. We changed the Summary and paragraph (d) from `` We are 
issuing this AD to prevent failure of the No. 3 bearing, which could 
result in an IFSD and smoke in the cockpit and cabin'' to ``We are 
issuing this AD to prevent failure of the No. 3 bearing, which could 
result in an IFSD and smoke in the cockpit and cabin. The smoke is a 
result of oil escaping from the bearing compartment due to a fracture 
of the No. 3 bearing race.''

Request To Change the Costs of Compliance

    IAE requests that we change the costs of compliance to reflect 
inspection costs as well as replacement costs of HPC stubshafts that 
have a low-energy plasma coating. We agree. We changed the costs of 
compliance to add 0.3 work-hour for inspection. This changed our 
estimated total cost in the AD from $5,355,174 to $5,357,511.

Request To Remove the Requirement To Inspect All Chip Detectors

    IAE and four air carriers request that we remove the requirement to 
inspect the master magnetic chip detector and the No. 1, 2, 3, bearing 
chamber magnetic chip detectors. The commenters state that inspecting 
all chip detectors does not provide any additional assurance that the 
No. 3 bearing deterioration will be detected. We partially agree. We 
agree that safe engine operation does not require inspecting all chip 
detectors. However, the comment is directed at the original NPRM. The 
supplemental NPRM and this AD require that you inspect the master MCD 
or the No. 1, 2, 3 bearing chamber MCD.

Request To Change the AD As to When Parts Are To Be Removed

    Jet Blue Airways requests that we change the AD from when the parts 
are removed at the next shop visit for any reason, to a prescribed 
event such as the separation of a major flange. As written, the 
commenter would incur an increased maintenance burden. We do not agree. 
The existing removal plan is effective at preventing smoke in the 
cockpit and cabin. We did not change the AD.

Request To Reference A Related AD That Requires Isolation of the 
Airplane Environmental Air Packs

    IAE requests that we reference AD 2003-13-02, which requires 
isolation of the airplane environmental air packs, in the event of a 
No. 3 bearing failure. We agree. AD 2003-10-14 also has similar 
requirements. We changed the AD to include references to related AD 
2003-13-02 and AD 2003-10-14, in paragraph (o) of the AD.

[[Page 70296]]

Request To Reduce the Inspection Interval From 125 Hours to 50 Hours

    Airline Pilots Association, International requests that we reduce 
the inspection interval from 125 hours to 50 hours to minimize the 
possibility of an engine that is near failure from returning to service 
for an additional 125 hours. We do not agree. Our analysis indicates 
that a 125-hour interval meets safety requirements. Operators may 
reduce the inspection interval. However, we suggest that operators with 
approved maintenance programs coordinate any changes with their local 
FAA Flight Standards District Office. We did not change the AD.

Request To Add Wording That Complying With SB No. V2500-ENG-72-0421 is 
Considered as Complying With the AD

    All Nippon Airways requests that we add wording that complying with 
SB No. V2500-ENG-72-0421 is considered complying with the AD. The 
commenter states that the SB provides instructions to rework the 
stubshaft by applying a high-energy coating. This coating eliminates 
hard particle contamination caused by stubshafts with a low-energy 
coating. We partially agree. Incorporating SB No. V2500-ENG-72-0421 
would satisfy the AD requirement to remove stubshafts with a low-energy 
coating from the identified population. However, we require that if the 
No. 3 bearing, P/N 2A1165, in engines listed in Table 1 of Appendix 1 
of SB No. V2500-ENG-72-0452 is installed with a stubshaft with a low-
energy coating, the No. 3 bearing must be removed, due to the bearing 
continuing to be affected from possible residual hard particle 
contamination or prior damage from contamination before stubshaft 
change. We did not change the AD.

Request To Allow Installing New No. 3 Bearings, P/N 2A1165

    United Airlines requests that we allow installing new No. 3 
bearings, P/N 2A1165, as they are not susceptible to the same problem 
as earlier manufactured bearings of that P/N. We agree. The AD does not 
prohibit installing new No. 3 bearings, P/N 2A1165. The only bearings 
that must be removed and not reused, are installed in engines 
identified in Table 1 of Appendix 1 of IAE SB No. V2500-ENG-72-0452, 
Revision 4, dated September 30, 2005. We did not change the AD.

Request To Add IAE SB V2500-ENG-72-0460 as a Requirement to the AD

    IAE requests that we add IAE SB No. V2500-ENG-72-0460 as a 
requirement to the AD. IAE states that the SB provides instructions on 
recoating or replacing all stubshafts installed on engines identified 
as suspect because the engine oil system was not designed to work with 
low-energy coating debris. We do not agree. Although replacing all 
stubshafts with a low-energy coating is encouraged, we do not require 
it in the AD, as it is not necessary to assure safety. We did not 
change the AD.

Request To Include Engine Model V2533-A5

    IAE requests that we include engine model V2533-A5 in the AD. We 
agree that this AD applies to engine model V2533-A5. However, the 
engine model was added to the supplemental NPRM and is also listed in 
this AD. We did not change the AD.

Explanation of More Engine SNs Listed in Table 1 of Appendix 1 of IAE 
SB No. V2500-ENG-72-0459

    Table 1 of Appendix 1 of IAE SB No. V2500-ENG-72-0459, which we 
referenced in the proposed ADs, has more engine SNs listed than in 
Table 1 of Appendix 1 of IAE SB No. V2500-ENG-72-0452, Revision 4, 
dated September 30, 2005. This is because the larger Table 1 also lists 
engines with hybrid No. 3 bearings installed, that are not suseptable 
to deterioration as others were.

Docket Number Change

    We are transferring the docket for this AD to the Docket Management 
System as part of our on-going docket management consolidation efforts. 
The new Docket No. is FAA-2006-26013. The old Docket No. became the 
Directorate Identifier, which is 2003-NE-21-AD. This final rule might 
get logged into the DMS docket, ahead of the proposed AD and comments 
received, as we are in the process of sending those items to the DMS.

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.

Addition of Inspection Recommendation

    Also, since we issued the supplemental NPRM, we determined that we 
need to add an inspection recommendation in the compliance section. We 
recommend the inspection of the master MCD or the No. 1, 2, 3 bearing 
chamber MCD, using paragraphs (f) through (f)(3) of this AD, on all 
engines installed on the same airplane, not be done by the same 
individual before the same flight. This is to minimize the chances of 
maintenance error on multiple engine airplanes.

Costs of Compliance

    We estimate that this AD will affect 123 engines installed on 
airplanes of U.S. registry. We also estimate it will take 150.3 work-
hours per engine to perform the actions, and that the average labor 
rate is $65 per work-hour. Required parts will cost about $33,788 per 
engine. Based on these figures, we estimate the total cost of the AD to 
U.S. operators to be $5,357,573.

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 Analysis

    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

[[Page 70297]]

the AD Docket. You may get a copy of this summary at the address listed 
under ADDRESSES.

List of Subjects in 14 CFR Part 39

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

Adoption of the Amendment

0
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

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

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


Sec.  39.13  [Amended]

0
2. The FAA amends Sec.  39.13 by removing Amendment 39-13183 (68 FR 
33621, June 5, 2003) and by adding a new airworthiness directive, 
Amendment 39-14841, to read as follows:

2006-25-01 International Aero Engines AG: Amendment 39-14841; Docket 
No. FAA-2006-26013; Directorate Identifier 2003-NE-21-AD.

Effective Date

    (a) This airworthiness directive (AD) becomes effective January 
8, 2007.

Affected ADs

    (b) This AD supersedes AD 2003-11-23, Amendment 39-13183.

Applicability

    (c) This AD applies to International Aero Engines AG (IAE) 
V2522-A5, V2524-A5, V2527-A5, V2527E-A5, V2527M-A5, V2530-A5, and 
V2533-A5 turbofan engines with engine serial numbers V10601 through 
V11335 inclusive and bearings part number (P/N) 2A1165 installed. 
These engines are installed on, but not limited to, Airbus Industrie 
A319, A320, and A321 series airplanes.

Unsafe Condition

    (d) This AD results from IAE developing a terminating action to 
the repetitive inspections of the chip detectors, and from expanding 
the applicability to include additional serial-numbered engines with 
certain No. 3 bearings installed. We are issuing this AD to prevent 
failure of the No. 3 bearing, which could result in an IFSD and 
smoke in the cockpit and cabin. The smoke is a result of oil 
escaping from the bearing compartment due to a fracture of the No. 3 
bearing race.

Compliance

    (e) You are responsible for having the actions required by this 
AD performed within the compliance times specified unless the 
actions have already been done.

Inspection of the Master Magnetic Chip Detector (MCD) or the No. 1, 2, 
3 Bearing Chamber MCD

    (f) For engines listed in Table 1 of Appendix 1 of IAE Service 
Bulletin (SB) No. V2500-ENG-72-0452, Revision 4, dated September 30, 
2005, and that have a No. 3 bearing, P/N 2A1165, installed at new 
production build, do the following:
    (1) Within 125 hours time-in-service (TIS) after the effective 
date of this AD, inspect the master MCD or the No. 1, 2, 3 bearing 
chamber MCD.
    (2) Thereafter, within 125 hours time-since-last inspection, 
inspect the master MCD or the No. 1, 2, 3 bearing chamber MCD.
    (3) If you find bearing material on the master MCD or No. 1, 2, 
3 bearing chamber MCD, remove the engine from service before further 
flight.

Inspection Recommendation

    (g) We recommend the inspection of the master MCD or the No. 1, 
2, 3 bearing chamber MCD, using paragraphs (f) through (f)(3) of 
this AD, on all engines installed on the same airplane, not be done 
by the same individual before the same flight. This is to minimize 
the chances of maintenance error on multiple engine airplanes.

Removal of No. 3 Bearing

    (h) At the next shop visit, for engines listed in Table 1 of 
Appendix 1 of IAE SB No. V2500-ENG-72-0452, Revision 4, dated 
September 30, 2005, that have a serial number (SN) from V10601 
through V11335 inclusive, and that have a No. 3 bearing, P/N 2A1165 
installed at new production, remove the No. 3 bearing.
    (i) After the effective date of this AD, do not install any No. 
3 bearing, P/N 2A1165, removed in paragraph (h) of this AD, into any 
engine.

Removal of High Pressure Compressor (HPC) Stubshaft

    (j) At the next shop visit, for engines listed in Table 1 of 
Appendix 1 of IAE SB No. V2500-ENG-72-0452, Revision 4, dated 
September 30, 2005, that have a SN from V10601 through V11335 
inclusive, remove the HPC stubshaft that has a low-energy plasma 
coating.

Terminating Action

    (k) Performing the requirements specified in paragraph (h) and 
(j) of this AD is terminating action to the repetitive MCD 
inspections specified in paragraphs (f) through (f)(3) of this AD.

Alternative Methods of Compliance

    (l) The Manager, Engine Certification Office, has the authority 
to approve alternative methods of compliance for this AD if 
requested using the procedures found in 14 CFR 39.19.

Material Incorporated by Reference

    (m) For identifying engines within the engine SN range of V10601 
to V11335 inclusive, known to have had P/N 2A1165 installed, you 
must use Table 1 of Appendix 1 of International Aero Engines Service 
Bulletin No. V2500-ENG-72-0452, Revision 4, dated September 30, 
2005. The Director of the Federal Register approved the 
incorporation by reference of Table 1 of Appendix 1 of International 
Aero Engines Service Bulletin No. V2500-ENG-72-0452, Revision 4, 
dated September 30, 2005, in accordance with 5 U.S.C. 552(a) and 1 
CFR part 51. Contact International Aero Engines AG, 400 Main Street, 
East Hartford, CT 06108; telephone: (860) 565-5515; fax: (860) 565-
5510, for a copy of this service information. You may review copies 
at the FAA, New England Region, Office of the Regional Counsel, 12 
New England Executive Park, Burlington, MA; or at the National 
Archives and Records Administration (NARA). For information on the 
availability of this material at NARA, call 202-741-6030, or go to: 
http://www.archives.gov/federal-register/cfr/ibr-locations.html. 

Related Information

    (n) The following SBs contain additional information and 
procedures:
    (1) You can find information on inspecting the master MCD and 
the No. 1, 2, 3 bearing chamber MCD in section 79-00-00-601 of the 
Aircraft Maintenance Manual.
    (2) Additional information on inspection procedures is included 
in IAE SB No. V2500-ENG-72-0452, Revision 4, dated September 30, 
2005.
    (3) You can find information on replacing the No. 3 bearing in 
IAE SB No. V2500-ENG-72-0459, Revision 3, dated April 12, 2003.
    (4) You can find information on replacing HPC stubshafts that 
have a low-energy plasma coating, (all engines) in IAE SB No. V2500-
ENG-72-0460, Revision 2, dated March 4, 2006.
    (o) Airworthiness directive 2003-10-14 and AD 2003-13-02, which 
revise the Limitation section of the airplane flight manual to 
incorporate new procedures to follow in the event of smoke in the 
cockpit and cabin, are related to the subject of this AD.

    Issued in Burlington, Massachusetts, on November 27, 2006.
Peter A. White,
Acting Manager, Engine and Propeller Directorate, Aircraft 
Certification Service.
 [FR Doc. E6-20323 Filed 12-1-06; 8:45 am]
BILLING CODE 4910-13-P