Airworthiness Directives; International Aero Engines Turbofan Engines, 77108-77111 [2011-31663]
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77108
Federal Register / Vol. 76, No. 238 / Monday, December 12, 2011 / Rules and Regulations
Regulatory Findings
(e) Compliance
DEPARTMENT OF TRANSPORTATION
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),
(3) Will not affect intrastate aviation
in Alaska, and
(4) 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.
Comply with this AD within the
compliance times specified, unless already
done.
Federal Aviation Administration
(f) Engines With an HPC Shaft, P/N 808071,
That Has More Than 4,500 Cycles-SinceNew (CSN)
For engines with an HPC shaft, P/N
808071, that has more than 4,500 CSN on the
effective date of this AD, remove the HPC
shaft from service within 500 cycles-inservice (CIS) after the effective date of the AD
or at piece-part exposure, whichever occurs
first.
(g) Engines With an HPC Shaft, P/N 808071,
That Has 4,500 or Fewer CSN
For engines with an HPC shaft, P/N
808071, that has 4,500 or fewer CSN on the
effective date of this AD, remove the HPC
shaft from service before exceeding 5,000
CSN.
(h) Engines With an HPC Shaft, P/N 808070,
Removal From Service
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
For engines with an HPC shaft, P/N
808070, remove the HPC shaft, P/N 808070,
from service before exceeding 1,200 CSN.
(i) Installation Prohibition
Adoption of the Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA 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.
§ 39.13
[Amended]
(1) After the effective date of this AD, do
not install or reinstall into any engine any
HPC shaft removed in accordance with
paragraphs (f), (g), or (h) of this AD.
(2) After the effective date of this AD, do
not install or reinstall into any JT9D–7R4H1
engine:
(i) Any HPC shaft, P/N 808071, that is at
piece-part exposure and exceeds the new
lower life limit of 5,000 CSN, or
(ii) Any HPC shaft, P/N 808070, that is at
piece-part exposure and exceeds the new
lower life limit of 1,200 CSN.
(j) Alternative Methods of Compliance
(AMOCs)
2. The FAA amends § 39.13 by adding
the following new airworthiness
directive (AD):
2011–25–10 Pratt & Whitney Corp:
Amendment 39–16886; Docket No.
FAA–2011–0731; Directorate Identifier
2010–NE–39–AD.
The Manager, Engine Certification Office,
FAA, has the authority to approve AMOCs
for this AD, if requested using the procedures
found in 14 CFR 39.19.
(k) Related Information
■
(a) Effective Date
This AD is effective January 17, 2012.
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(b) Affected ADs
None.
(c) Applicability
Pratt & Whitney Corp (PW) JT9D–7R4H1
turbofan engines with a high-pressure
compressor (HPC) shaft, part number (P/N)
808070 or 808071, installed.
(d) Unsafe Condition
This AD was prompted by reports of cracks
in five HPC shafts. We are issuing this AD
to correct the unsafe condition on these
products.
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For more information about this AD,
contact Stephen K. Sheely, Aerospace
Engineer, Engine Certification Office, FAA,
12 New England Executive Park, Burlington,
MA 01803; phone: (781) 238–7750; fax: (781)
238–7199; email: stephen.k.sheely@faa.gov.
(l) Material Incorporated by Reference
None.
Issued in Burlington, MA, on November
29, 2011.
Peter A. White,
Manager, Engine & Propeller Directorate,
Aircraft Certification Service.
[FR Doc. 2011–31342 Filed 12–9–11; 8:45 am]
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14 CFR Part 39
[Docket No. FAA–2010–0494; Directorate
Identifier 2010–NE–20–AD; Amendment 39–
16884; AD 2011–25–08]
RIN 2120–AA64
Airworthiness Directives; International
Aero Engines Turbofan Engines
AGENCY: Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
SUMMARY: We are adopting a new
airworthiness directive (AD) for
International Aero Engines (IAE)
V2500–A1, V2522–A5, V2524–A5,
V2525–D5, V2527–A5, V2527E–A5,
V2527M–A5, V2528–D5, V2530–A5,
and V2533–A5 turbofan engines. This
AD was prompted by three reports of
high-pressure turbine (HPT) case burnthrough events, numerous reports of
loss of stage 1 blade outer air seal
segments, and HPT case bulging. This
AD requires initial and repetitive 360
degree borescope inspections of HPT
stage 1 blade outer air seal segments for
evidence of certain distress conditions.
This AD also requires incorporation of
improved durability stage 1 blade outer
air seal segments at the next exposure to
the HPT module subassembly as
terminating action to the repetitive
inspections. We are issuing this AD to
prevent HPT case burn-through,
uncontrolled under-cowl engine fire,
and damage to the airplane.
DATES: This AD is effective January 17,
2012.
The Director of the Federal Register
approved the incorporation by reference
of certain publications listed in the AD
as of January 17, 2012.
ADDRESSES: For service information
identified in this AD, contact
International Aero Engines AG, 628
Hebron Avenue, Suite 400, Glastonbury,
CT 06033; phone: (860) 368–3700; fax:
(860) 368–4600; email:
iaeinfo@iaev2500.com; Web site:
https://www.iaeworld.com. You may
review copies of the referenced service
information at the FAA, Engine &
Propeller Directorate, 12 New England
Executive Park, Burlington, MA 01803.
For information on the availability of
this material at the FAA, call (781) 238–
7125.
Examining the AD Docket
You may examine the AD docket on
the Internet at https://
www.regulations.gov; or in person at the
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Docket Management Facility between
9 a.m. and 5 p.m., Monday through
Friday, except Federal holidays. The AD
docket contains this AD, the regulatory
evaluation, any comments received, and
other information. The address for the
Docket Office (phone: (800) 647–5527)
is Document Management Facility, U.S.
Department of Transportation, Docket
Operations, M–30, West Building
Ground Floor, Room W12–140, 1200
New Jersey Avenue SE., Washington,
DC 20590.
FOR FURTHER INFORMATION CONTACT:
Carlos Fernandes, Aerospace Engineer,
Engine Certification Office, FAA, Engine
& Propeller Directorate, 12 New England
Executive Park, Burlington, MA 01803;
phone: (781) 238–7189; fax: (781) 238–
7199, email: carlos.fernandes@faa.gov.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to include an AD that would
apply to the specified products. That
NPRM published in the Federal
Register on November 23, 2010 (75 FR
71373). That NPRM proposed to require
initial and repetitive 360 degree
borescope inspections of HPT stage 1
blade outer air seal segments for
evidence of distress. That NPRM also
proposed to require incorporation of
improved design stage 1 blade outer air
seal segments at the next exposure to
the HPT module subassembly.
Comments
We gave the public the opportunity to
participate in developing this AD. The
following presents the comments
received on the proposal and the FAA’s
response to each comment.
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Request To Increase Repetitive
Inspection Interval
A commenter, JetBlue Airways
(JetBlue), requested that the repetitive
borescope inspection interval be
increased from 1,200 hours to either
1,500 or 2,000 hours. JetBlue requested
the change to coincide with the recent
extension of its JetBlue maintenance
check to 1,500 hours or its existing
borescope inspection interval of 2,000
hours per its maintenance planning
document.
We disagree. We based the 1,200 hour
interval on risk analysis and it
demonstrates a minimum level of safety.
JetBlue did not offer data to support an
increase in the repetitive inspection
interval. We did not change the AD in
response to this comment.
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Request To Use Modified Parts That
Have Been Reworked
Three commenters, Lufthansa
Technik AG, United Airlines, and TAM
Airlines, requested that the FAA allow
use of modified parts that have been
reworked as a terminating action.
We disagree. The commenters did not
provide data to suggest that the
modified parts would correct the unsafe
condition. Applicants are allowed to
propose alternative methods of
compliance per paragraph (h) of this
AD. We did not change the AD in
response to this comment.
Request To Make Compliance Not
Based on Exhaust Gas Temperature
(EGT) Margin
One commenter, Japan Airlines, asked
that compliance be changed so it does
not depend on EGT margin or so that a
longer period of time is allowed to
check EGT margin.
We disagree. The unsafe condition
identified in this AD develops due to
blade outer air seal degradation which
is related to reduced EGT margin. The
EGT margin criteria in Table 1 of the
compliance section of this AD were
developed based on field data.
Operators who lack EGT margin capture
systems may develop an acceptable
method to evaluate EGT margin or
assume the EGT margin criteria in Table
1 have been met. We did not change the
AD in response to this comment.
Request To Clarify EGT Margin
Three commenters, United Airlines,
Japan Airlines, and Delta Airlines,
requested that EGT margin be clarified.
We agree. We revised paragraph (f) of
this AD by providing additional
guidance on EGT margin.
Request To Establish Corrective Action
for Each Operator’s Environment
One commenter, Japan Airlines, asked
that corrective action be established for
each operator’s operational
environment. The commenter believes
this change is justified because its blade
outer air seals (BOASs) are in good
condition.
We disagree. The EGT margin
requirement in this AD accounts for the
operating environment. The calculation
of operating hours to inspect begins
when all three criteria in Table 1 exceed
requirements. We did not change the
AD in response to this comment.
Request To Vary EGT Margin
Two commenters, Japan Airlines and
TAM Airlines, requested to vary EGT
margin based on EGT redline/thrust
level. The commenters believe EGT
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77109
trigger margin is too high and should be
reduced.
We disagree. EGT margin will vary
based on thrust level so there is no need
to reduce or vary it. We have also seen
reports that lower redline/thrust engines
with 45 degree Celsius margins have
also experienced BOAS damage. We did
not change the AD in response to this
comment.
Request To Address Intersecting Axial
and Circumferential Cracks
One commenter, Delta Airlines, asked
that we address intersecting axial and
circumferential cracks.
We agree. We revised the AD by
updating the SB V2500–ENG–72–0580
from revision 2 to revision 3 in
paragraph (f), ‘‘Borescope Inspections.’’
Revision 3 of this SB provides revised
criteria for intersecting axial and
circumferential cracks.
Request To Clarify Terminating Action
Requirement
One commenter, Delta Airlines, asked
that we clarify the terminating action
requirement. Delta Airlines indicated
that it is unclear if the terminating
action for this AD is required or is
optional and requested further
definition of the HPT module exposure.
Delta Airlines also asked that the
paragraph in the terminating action
requirement that refers to concurrent
requirements be modified to identify the
piece part stage 1 support assembly.
We agree. Terminating action is
mandatory. To eliminate any
uncertainty, we revised the heading of
the ‘‘Terminating Action’’ paragraph to
‘‘Mandatory Terminating Action’’ to
clarify that this action is required. We
also added a definition of HPT module
exposure to the Mandatory Terminating
Action paragraph to improve clarity. We
further modified this paragraph by
changing the concurrent requirement
paragraph references to identify the
piece part stage 1 support assembly.
Request To Change Engine Inspection
Criteria
One commenter, TAM Airlines,
requested that the criteria for engine
inspection be determined by EGT
margin deterioration rate instead of a
fixed EGT margin value. TAM Airlines
asked that the current engine inspection
criteria be merged with high EGT
margin deterioration rate (°C/1000FH)
and or EGT margin abrupt trend shifts.
We disagree. EGT margin allows the
operator to use more of the available
stage 1 blade outer air seal segments life
and correlates with the air seal
degradation. We did not change the AD
in response to this comment.
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Request To Provide Guidance on
Engine Position Changes
One commenter, TAM Airlines, asked
for guidance on how to manage engine
position changes after going back above
the EGT margin threshold.
We agree. We revised the Borescope
Inspections paragraph to provide
additional clarification on engine
position changes.
Additional Information on Unsafe
Condition
One commenter, Airbus, supported
the FAA’s position on repetitive
inspections and noted that the potential
pylon lower spar damage caused by
HPT case burn-through would not
prevent continued safe flight and
landing of the aircraft.
We disagree. The description used in
the AD adequately describes the unsafe
condition. We did not change the AD in
response to this comment.
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Conclusion
We reviewed the relevant data,
considered the comments received, and
determined that air safety and the
public interest require adopting the AD
with the changes described previously
and minor editorial changes. We have
determined that these minor changes:
• Are consistent with the intent that
was proposed in the NPRM (75 FR
71373, November 23, 2010) for
correcting the unsafe condition; and
• Do not add any additional burden
upon the public than was already
proposed in the NPRM (75 FR 71373,
November 23, 2010).
We also determined that these
changes will not increase the economic
burden on any operator or increase the
scope of the AD.
Costs of Compliance
We estimate that this AD affects 34
V2500 A1 series and 510 V2500 A5/D5
series engines installed on airplanes of
U.S. registry. We also estimate that it
will take about 3 work-hours per engine
to perform one inspection, about 3
work-hours per engine to install the
improved durability stage 1 blade outer
air seal segments, and that the average
labor rate is $85 per work-hour.
Required parts cost about $150,882
(V2500 A1 series) and $155,195 (V2500
A5/D5 series) per engine. Based on
these figures, we estimate the total cost
of the AD to U.S. operators to be
$84,556,878.
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
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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
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),
(3) Will not affect intrastate aviation
in Alaska, and
(4) 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.
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 FAA 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.
§ 39.13
[Amended]
2. The FAA amends § 39.13 by adding
the following new airworthiness
directive (AD):
■
2011–25–08 International Aero Engines:
Amendment 39–16884; Docket No.
PO 00000
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FAA–2010–0494; Directorate Identifier
2010–NE–20–AD.
(a) Effective Date
This AD is effective January 17, 2012.
(b) Affected ADs
None.
(c) Applicability
This AD applies to International Aero
Engines (IAE) V2500–A1, V2522–A5, V2524–
A5, V2525–D5, V2527–A5, V2527E–A5,
V2527M–A5, V2528–D5, V2530–A5, and
V2533–A5 turbofan engines.
(d) Unsafe Condition
This AD results from three reports received
of high-pressure turbine (HPT) case burnthrough events. There have also been
numerous shop reports of loss of stage 1
blade outer air seal segments, and HPT case
bulging. We are issuing this AD to prevent
HPT case burn-through, uncontrolled undercowl engine fire, and damage to the airplane.
(e) Compliance
(1) You are responsible for having the
actions required by this AD performed within
the compliance times specified unless the
actions have already been done.
(2) For engines that have incorporated IAE
Service Bulletin (SB) No. V2500–ENG–72–
0483, Revision 3 or earlier, or IAE SB No.
V2500–ENG–72–0542, Revision 1 or earlier,
no further action is required.
(f) Borescope Inspections
(1) Perform 360 degree borescope
inspections of the HPT stage 1 blade outer air
seal segments for evidence of the distress
conditions listed in Appendix D of IAE SB
No. V2500–ENG–72–0580, Revision 3, dated
August 23, 2011.
(2) For V2525–D5 and V2528–D5 turbofan
engines:
(i) Inspect within 1,000 operating hours
after the engine meets all criteria as defined
in Table 1 of this AD, or within 600 operating
hours after the effective date of this AD,
whichever is greater.
(ii) Thereafter, re-inspect within every
1,000 operating hours or as defined in
Appendix D of IAE SB No. V2500–ENG–72–
0580, Revision 3, dated August 23, 2011,
whichever is less.
(iii) Use Accomplishment Instructions
paragraphs 3.B.(1) through 3.B.(3), and
Appendices A through D of IAE SB No.
V2500–ENG–72–0580, Revision 3, dated
August 23, 2011, to do these inspections.
(3) For V2500–A1, V2522–A5, V2524–A5,
V2527–A5, V2527E–A5, V2527M–A5,
V2530–A5, and V2533–A5 turbofan engines:
(i) Inspect within 1,200 operating hours
after the engine meets all criteria as defined
in Table 1 of this AD, or within 600 operating
hours after the effective date of this AD,
whichever is greater.
(ii) Thereafter, re-inspect within every
1,200 operating hours or as defined in
Appendix D of IAE SB No. V2500–ENG–72–
0580, Revision 3, dated August 23, 2011,
whichever is less.
(iii) Use Accomplishment Instructions
paragraphs 3.A.(1) through 3.A.(3), and
Appendices A through D of IAE SB No.
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77111
V2500–ENG–72–0580, Revision 3, dated
August 23, 2011, to do these inspections.
TABLE 1—STAGE 1 BLADE OUTER AIR SEAL SEGMENT INSPECTION COMPLIANCE CRITERIA
Stage 1 blade outer air
seal segments hourssince-new or since-lastrepair
(greater than)
Engine model
Stage 1 blade outer air
seal segments cyclessince-new or since-lastrepair
(greater than)
6,000
6,000
5,000
3,800
3,500
3,500
A1 .................................................................................................
A5 .................................................................................................
D5 ................................................................................................
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(4) Exhaust Gas Temperature Margin is
defined as the expected margin during a sealevel takeoff on a 30-degree Celsius Outside
Air Temperature Day. Guidance on how to
calculate EGT margin can be found in IAE
SIL 057. EGT margin smoothed data (data
averaged over 6 consecutive flights) is to be
compared with the criteria in Table 1. If a gap
in EGT data exists due to temporary loss of
data, you may use linear interpolation.
Calculate operating hours from the point
when all criteria exceed the requirements in
Table 1.
(5) Except as provided below, the
inspection of paragraphs (f)(2)(i) through
(f)(2)(iii) and (f)(3)(i) through (f)(3)(iii) must
be performed after all the criteria in Table 1
are satisfied; regardless of subsequent EGT
margin calculations or engine rating changes.
Temporary EGT margin excursions below the
criteria in Table 1 that are corrected with
simple troubleshooting methods (e.g., LRU
(line replaceable unit) replacement or
correction of a measurement error) do not
constitute satisfying the criteria in Table 1.
(g) Mandatory Terminating Action
(1) As terminating action to the repetitive
360 degree borescope inspections required in
paragraphs (f)(2)(ii) and (f)(3)(ii) above,
install improved durability stage 1 blade
outer air seal segments at the next HPT
module subassembly exposure, which is
defined as separation of the HPT module
mating flanges.
(i) For V2500–A1 turbofan engines, use
paragraphs 1.B., Concurrent Requirements,
and paragraphs 3.(1)(a), 3.(1)(b)(iii), and
3.(2)(a) of the Accomplishment Instructions
of IAE SB No. V2500–ENG–72–0542,
Revision 1, dated January 7, 2009, to do the
installation.
(ii) For V2522–A5, V2524–A5, V2525–D5,
V2527–A5, V2527E–A5, V2527M–A5,
V2528–D5, V2530–A5, and V2533–A5
turbofan engines, use paragraphs 1.B.,
Concurrent Requirements, and paragraphs
3.(1)(a), 3.(1)(b), 3.(1)(c)(ii), and 3.(2)(a) of the
Accomplishment Instructions of IAE SB No.
V2500–ENG–72–0483, Revision 3, dated
January 7, 2009, to do the installation.
(iii) Both IAE SBs No. V2500–ENG–72–
0542, Revision 1, and SB No. V2500–ENG–
72–0483, Revision 3, require modification of
the stage 1 HPT support assembly before
installing the new blade outer air seal
segments. You must complete the
modification using those SBs, as applicable
to the appropriate engine model, to properly
perform the mandatory terminating action of
this AD.
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(h) Alternative Methods of Compliance
The Manager, Engine Certification Office,
may approve alternative methods of
compliance for this AD. Use the procedures
found in 14 CFR 39.19 to make your request.
(i) Related Information
(1) For more information about this AD,
contact Carlos Fernandes, Aerospace
Engineer, Engine Certification Office, FAA,
Engine & Propeller Directorate, 12 New
England Executive Park, Burlington, MA
01803; phone: (781) 238–7189; fax: (781)
238–7199; email: carlos.fernandes@faa.gov.
(2) Contact International Aero Engines AG,
628 Hebron Avenue Suite 400, Glastonbury,
CT 06033; phone: (860) 368–3700; fax: (860)
368–4600; email: iaeinfo@iaev2500.com;
Web site:
https://www.iaeworld.com; for a copy of the
service information referenced in this AD.
(j) Material Incorporated by Reference
(1) You must use the following service
information to do the actions required by this
AD, unless the AD specifies otherwise. The
Director of the Federal Register approved the
incorporation by reference (IBR) under 5
U.S.C. 552(a) and 1 CFR part 51 of the
following service information on the date
specified:
(i) International Aero Engines (IAE) SB No.
V2500–ENG–72–0580, Revision 3, dated
August 23, 2011, approved for IBR January
17, 2012.
(ii) IAE SB No. V2500–ENG–72–0542,
Revision 1, dated January 7, 2009, approved
for IBR January 17, 2012.
(iii) IAE SB No. V2500–ENG–72–0483,
Revision 3, dated January 7, 2009, approved
for IBR January 17, 2012.
(2) For service information identified in
this AD, contact International Aero Engines
AG, 628 Hebron Avenue, Suite 400,
Glastonbury, CT 06033; phone: (860) 368–
3700; fax: (860) 368–4600; email: iaeinfo@
iaev2500.com; Web site: https://www.iae
world.com.
(3) You may review copies of the service
information at the FAA, Engine & Propeller
Directorate, 12 New England Executive Park,
Burlington, MA 01803. For information on
the availability of this material at the FAA,
call (781) 238–7125.
(4) You may also review copies of the
service information that is incorporated by
reference at the National Archives and
Records Administration (NARA). For
information on the availability of this
material at an NARA facility, call (202) 741–
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Exhaust gas
temperature margin
degrees
Celsius
(less than)
45
45
45
6030, or go to https://www.archives.gov/
federal_register/code_of_federal_regulations/
ibr_locations.html.
Issued in Burlington, MA, on November
30, 2011.
Peter A. White,
Manager, Engine & Propeller Directorate,
Aircraft Certification Service.
[FR Doc. 2011–31663 Filed 12–9–11; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 97
[Docket No. 30815; Amdt. No. 3454]
Standard Instrument Approach
Procedures, and Takeoff Minimums
and Obstacle Departure Procedures;
Miscellaneous Amendments
AGENCY: Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
SUMMARY: This rule establishes, amends,
suspends, or revokes Standard
Instrument Approach Procedures
(SIAPs) and associated Takeoff
Minimums and Obstacle Departure
Procedures for operations at certain
airports. These regulatory actions are
needed because of the adoption of new
or revised criteria, or because of changes
occurring in the National Airspace
System, such as the commissioning of
new navigational facilities, adding new
obstacles, or changing air traffic
requirements. These changes are
designed to provide safe and efficient
use of the navigable airspace and to
promote safe flight operations under
instrument flight rules at the affected
airports.
DATES: This rule is effective December
12, 2011. The compliance date for each
SIAP, associated Takeoff Minimums,
and ODP is specified in the amendatory
provisions.
The incorporation by reference of
certain publications listed in the
E:\FR\FM\12DER1.SGM
12DER1
]]>Agencies
[Federal Register Volume 76, Number 238 (Monday, December 12, 2011)]
[Rules and Regulations]
[Pages 77108-77111]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2011-31663]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2010-0494; Directorate Identifier 2010-NE-20-AD;
Amendment 39-16884; AD 2011-25-08]
RIN 2120-AA64
Airworthiness Directives; International Aero Engines Turbofan
Engines
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: We are adopting a new airworthiness directive (AD) for
International Aero Engines (IAE) V2500-A1, V2522-A5, V2524-A5, V2525-
D5, V2527-A5, V2527E-A5, V2527M-A5, V2528-D5, V2530-A5, and V2533-A5
turbofan engines. This AD was prompted by three reports of high-
pressure turbine (HPT) case burn-through events, numerous reports of
loss of stage 1 blade outer air seal segments, and HPT case bulging.
This AD requires initial and repetitive 360 degree borescope
inspections of HPT stage 1 blade outer air seal segments for evidence
of certain distress conditions. This AD also requires incorporation of
improved durability stage 1 blade outer air seal segments at the next
exposure to the HPT module subassembly as terminating action to the
repetitive inspections. We are issuing this AD to prevent HPT case
burn-through, uncontrolled under-cowl engine fire, and damage to the
airplane.
DATES: This AD is effective January 17, 2012.
The Director of the Federal Register approved the incorporation by
reference of certain publications listed in the AD as of January 17,
2012.
ADDRESSES: For service information identified in this AD, contact
International Aero Engines AG, 628 Hebron Avenue, Suite 400,
Glastonbury, CT 06033; phone: (860) 368-3700; fax: (860) 368-4600;
email: iaeinfo@iaev2500.com; Web site: https://www.iaeworld.com. You
may review copies of the referenced service information at the FAA,
Engine & Propeller Directorate, 12 New England Executive Park,
Burlington, MA 01803. For information on the availability of this
material at the FAA, call (781) 238-7125.
Examining the AD Docket
You may examine the AD docket on the Internet at https://www.regulations.gov; or in person at the
[[Page 77109]]
Docket Management Facility between 9 a.m. and 5 p.m., Monday through
Friday, except Federal holidays. The AD docket contains this AD, the
regulatory evaluation, any comments received, and other information.
The address for the Docket Office (phone: (800) 647-5527) is Document
Management Facility, U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE., Washington, DC 20590.
FOR FURTHER INFORMATION CONTACT: Carlos Fernandes, Aerospace Engineer,
Engine Certification Office, FAA, Engine & Propeller Directorate, 12
New England Executive Park, Burlington, MA 01803; phone: (781) 238-
7189; fax: (781) 238-7199, email: carlos.fernandes@faa.gov.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR
part 39 to include an AD that would apply to the specified products.
That NPRM published in the Federal Register on November 23, 2010 (75 FR
71373). That NPRM proposed to require initial and repetitive 360 degree
borescope inspections of HPT stage 1 blade outer air seal segments for
evidence of distress. That NPRM also proposed to require incorporation
of improved design stage 1 blade outer air seal segments at the next
exposure to the HPT module subassembly.
Comments
We gave the public the opportunity to participate in developing
this AD. The following presents the comments received on the proposal
and the FAA's response to each comment.
Request To Increase Repetitive Inspection Interval
A commenter, JetBlue Airways (JetBlue), requested that the
repetitive borescope inspection interval be increased from 1,200 hours
to either 1,500 or 2,000 hours. JetBlue requested the change to
coincide with the recent extension of its JetBlue maintenance check to
1,500 hours or its existing borescope inspection interval of 2,000
hours per its maintenance planning document.
We disagree. We based the 1,200 hour interval on risk analysis and
it demonstrates a minimum level of safety. JetBlue did not offer data
to support an increase in the repetitive inspection interval. We did
not change the AD in response to this comment.
Request To Use Modified Parts That Have Been Reworked
Three commenters, Lufthansa Technik AG, United Airlines, and TAM
Airlines, requested that the FAA allow use of modified parts that have
been reworked as a terminating action.
We disagree. The commenters did not provide data to suggest that
the modified parts would correct the unsafe condition. Applicants are
allowed to propose alternative methods of compliance per paragraph (h)
of this AD. We did not change the AD in response to this comment.
Request To Make Compliance Not Based on Exhaust Gas Temperature (EGT)
Margin
One commenter, Japan Airlines, asked that compliance be changed so
it does not depend on EGT margin or so that a longer period of time is
allowed to check EGT margin.
We disagree. The unsafe condition identified in this AD develops
due to blade outer air seal degradation which is related to reduced EGT
margin. The EGT margin criteria in Table 1 of the compliance section of
this AD were developed based on field data. Operators who lack EGT
margin capture systems may develop an acceptable method to evaluate EGT
margin or assume the EGT margin criteria in Table 1 have been met. We
did not change the AD in response to this comment.
Request To Clarify EGT Margin
Three commenters, United Airlines, Japan Airlines, and Delta
Airlines, requested that EGT margin be clarified.
We agree. We revised paragraph (f) of this AD by providing
additional guidance on EGT margin.
Request To Establish Corrective Action for Each Operator's Environment
One commenter, Japan Airlines, asked that corrective action be
established for each operator's operational environment. The commenter
believes this change is justified because its blade outer air seals
(BOASs) are in good condition.
We disagree. The EGT margin requirement in this AD accounts for the
operating environment. The calculation of operating hours to inspect
begins when all three criteria in Table 1 exceed requirements. We did
not change the AD in response to this comment.
Request To Vary EGT Margin
Two commenters, Japan Airlines and TAM Airlines, requested to vary
EGT margin based on EGT redline/thrust level. The commenters believe
EGT trigger margin is too high and should be reduced.
We disagree. EGT margin will vary based on thrust level so there is
no need to reduce or vary it. We have also seen reports that lower
redline/thrust engines with 45 degree Celsius margins have also
experienced BOAS damage. We did not change the AD in response to this
comment.
Request To Address Intersecting Axial and Circumferential Cracks
One commenter, Delta Airlines, asked that we address intersecting
axial and circumferential cracks.
We agree. We revised the AD by updating the SB V2500-ENG-72-0580
from revision 2 to revision 3 in paragraph (f), ``Borescope
Inspections.'' Revision 3 of this SB provides revised criteria for
intersecting axial and circumferential cracks.
Request To Clarify Terminating Action Requirement
One commenter, Delta Airlines, asked that we clarify the
terminating action requirement. Delta Airlines indicated that it is
unclear if the terminating action for this AD is required or is
optional and requested further definition of the HPT module exposure.
Delta Airlines also asked that the paragraph in the terminating action
requirement that refers to concurrent requirements be modified to
identify the piece part stage 1 support assembly.
We agree. Terminating action is mandatory. To eliminate any
uncertainty, we revised the heading of the ``Terminating Action''
paragraph to ``Mandatory Terminating Action'' to clarify that this
action is required. We also added a definition of HPT module exposure
to the Mandatory Terminating Action paragraph to improve clarity. We
further modified this paragraph by changing the concurrent requirement
paragraph references to identify the piece part stage 1 support
assembly.
Request To Change Engine Inspection Criteria
One commenter, TAM Airlines, requested that the criteria for engine
inspection be determined by EGT margin deterioration rate instead of a
fixed EGT margin value. TAM Airlines asked that the current engine
inspection criteria be merged with high EGT margin deterioration rate
([deg]C/1000FH) and or EGT margin abrupt trend shifts.
We disagree. EGT margin allows the operator to use more of the
available stage 1 blade outer air seal segments life and correlates
with the air seal degradation. We did not change the AD in response to
this comment.
[[Page 77110]]
Request To Provide Guidance on Engine Position Changes
One commenter, TAM Airlines, asked for guidance on how to manage
engine position changes after going back above the EGT margin
threshold.
We agree. We revised the Borescope Inspections paragraph to provide
additional clarification on engine position changes.
Additional Information on Unsafe Condition
One commenter, Airbus, supported the FAA's position on repetitive
inspections and noted that the potential pylon lower spar damage caused
by HPT case burn-through would not prevent continued safe flight and
landing of the aircraft.
We disagree. The description used in the AD adequately describes
the unsafe condition. We did not change the AD in response to this
comment.
Conclusion
We reviewed the relevant data, considered the comments received,
and determined that air safety and the public interest require adopting
the AD with the changes described previously and minor editorial
changes. We have determined that these minor changes:
Are consistent with the intent that was proposed in the
NPRM (75 FR 71373, November 23, 2010) for correcting the unsafe
condition; and
Do not add any additional burden upon the public than was
already proposed in the NPRM (75 FR 71373, November 23, 2010).
We also determined that these changes will not increase the
economic burden on any operator or increase the scope of the AD.
Costs of Compliance
We estimate that this AD affects 34 V2500 A1 series and 510 V2500
A5/D5 series engines installed on airplanes of U.S. registry. We also
estimate that it will take about 3 work-hours per engine to perform one
inspection, about 3 work-hours per engine to install the improved
durability stage 1 blade outer air seal segments, and that the average
labor rate is $85 per work-hour. Required parts cost about $150,882
(V2500 A1 series) and $155,195 (V2500 A5/D5 series) per engine. Based
on these figures, we estimate the total cost of the AD to U.S.
operators to be $84,556,878.
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
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),
(3) Will not affect intrastate aviation in Alaska, and
(4) 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.
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 FAA 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 adding the following new airworthiness
directive (AD):
2011-25-08 International Aero Engines: Amendment 39-16884; Docket
No. FAA-2010-0494; Directorate Identifier 2010-NE-20-AD.
(a) Effective Date
This AD is effective January 17, 2012.
(b) Affected ADs
None.
(c) Applicability
This AD applies to International Aero Engines (IAE) V2500-A1,
V2522-A5, V2524-A5, V2525-D5, V2527-A5, V2527E-A5, V2527M-A5, V2528-
D5, V2530-A5, and V2533-A5 turbofan engines.
(d) Unsafe Condition
This AD results from three reports received of high-pressure
turbine (HPT) case burn-through events. There have also been
numerous shop reports of loss of stage 1 blade outer air seal
segments, and HPT case bulging. We are issuing this AD to prevent
HPT case burn-through, uncontrolled under-cowl engine fire, and
damage to the airplane.
(e) Compliance
(1) You are responsible for having the actions required by this
AD performed within the compliance times specified unless the
actions have already been done.
(2) For engines that have incorporated IAE Service Bulletin (SB)
No. V2500-ENG-72-0483, Revision 3 or earlier, or IAE SB No. V2500-
ENG-72-0542, Revision 1 or earlier, no further action is required.
(f) Borescope Inspections
(1) Perform 360 degree borescope inspections of the HPT stage 1
blade outer air seal segments for evidence of the distress
conditions listed in Appendix D of IAE SB No. V2500-ENG-72-0580,
Revision 3, dated August 23, 2011.
(2) For V2525-D5 and V2528-D5 turbofan engines:
(i) Inspect within 1,000 operating hours after the engine meets
all criteria as defined in Table 1 of this AD, or within 600
operating hours after the effective date of this AD, whichever is
greater.
(ii) Thereafter, re-inspect within every 1,000 operating hours
or as defined in Appendix D of IAE SB No. V2500-ENG-72-0580,
Revision 3, dated August 23, 2011, whichever is less.
(iii) Use Accomplishment Instructions paragraphs 3.B.(1) through
3.B.(3), and Appendices A through D of IAE SB No. V2500-ENG-72-0580,
Revision 3, dated August 23, 2011, to do these inspections.
(3) For V2500-A1, V2522-A5, V2524-A5, V2527-A5, V2527E-A5,
V2527M-A5, V2530-A5, and V2533-A5 turbofan engines:
(i) Inspect within 1,200 operating hours after the engine meets
all criteria as defined in Table 1 of this AD, or within 600
operating hours after the effective date of this AD, whichever is
greater.
(ii) Thereafter, re-inspect within every 1,200 operating hours
or as defined in Appendix D of IAE SB No. V2500-ENG-72-0580,
Revision 3, dated August 23, 2011, whichever is less.
(iii) Use Accomplishment Instructions paragraphs 3.A.(1) through
3.A.(3), and Appendices A through D of IAE SB No.
[[Page 77111]]
V2500-ENG-72-0580, Revision 3, dated August 23, 2011, to do these
inspections.
Table 1--Stage 1 Blade Outer Air Seal Segment Inspection Compliance Criteria
----------------------------------------------------------------------------------------------------------------
Stage 1 blade outer air Stage 1 blade outer air Exhaust gas
seal segments hours- seal segments cycles- temperature margin
Engine model since-new or since-last- since-new or since-last- degrees Celsius (less
repair (greater than) repair (greater than) than)
----------------------------------------------------------------------------------------------------------------
A1................................... 6,000 3,800 45
A5................................... 6,000 3,500 45
D5................................... 5,000 3,500 45
----------------------------------------------------------------------------------------------------------------
(4) Exhaust Gas Temperature Margin is defined as the expected
margin during a sea-level takeoff on a 30-degree Celsius Outside Air
Temperature Day. Guidance on how to calculate EGT margin can be
found in IAE SIL 057. EGT margin smoothed data (data averaged over 6
consecutive flights) is to be compared with the criteria in Table 1.
If a gap in EGT data exists due to temporary loss of data, you may
use linear interpolation. Calculate operating hours from the point
when all criteria exceed the requirements in Table 1.
(5) Except as provided below, the inspection of paragraphs
(f)(2)(i) through (f)(2)(iii) and (f)(3)(i) through (f)(3)(iii) must
be performed after all the criteria in Table 1 are satisfied;
regardless of subsequent EGT margin calculations or engine rating
changes. Temporary EGT margin excursions below the criteria in Table
1 that are corrected with simple troubleshooting methods (e.g., LRU
(line replaceable unit) replacement or correction of a measurement
error) do not constitute satisfying the criteria in Table 1.
(g) Mandatory Terminating Action
(1) As terminating action to the repetitive 360 degree borescope
inspections required in paragraphs (f)(2)(ii) and (f)(3)(ii) above,
install improved durability stage 1 blade outer air seal segments at
the next HPT module subassembly exposure, which is defined as
separation of the HPT module mating flanges.
(i) For V2500-A1 turbofan engines, use paragraphs 1.B.,
Concurrent Requirements, and paragraphs 3.(1)(a), 3.(1)(b)(iii), and
3.(2)(a) of the Accomplishment Instructions of IAE SB No. V2500-ENG-
72-0542, Revision 1, dated January 7, 2009, to do the installation.
(ii) For V2522-A5, V2524-A5, V2525-D5, V2527-A5, V2527E-A5,
V2527M-A5, V2528-D5, V2530-A5, and V2533-A5 turbofan engines, use
paragraphs 1.B., Concurrent Requirements, and paragraphs 3.(1)(a),
3.(1)(b), 3.(1)(c)(ii), and 3.(2)(a) of the Accomplishment
Instructions of IAE SB No. V2500-ENG-72-0483, Revision 3, dated
January 7, 2009, to do the installation.
(iii) Both IAE SBs No. V2500-ENG-72-0542, Revision 1, and SB No.
V2500-ENG-72-0483, Revision 3, require modification of the stage 1
HPT support assembly before installing the new blade outer air seal
segments. You must complete the modification using those SBs, as
applicable to the appropriate engine model, to properly perform the
mandatory terminating action of this AD.
(h) Alternative Methods of Compliance
The Manager, Engine Certification Office, may approve
alternative methods of compliance for this AD. Use the procedures
found in 14 CFR 39.19 to make your request.
(i) Related Information
(1) For more information about this AD, contact Carlos
Fernandes, Aerospace Engineer, Engine Certification Office, FAA,
Engine & Propeller Directorate, 12 New England Executive Park,
Burlington, MA 01803; phone: (781) 238-7189; fax: (781) 238-7199;
email: carlos.fernandes@faa.gov.
(2) Contact International Aero Engines AG, 628 Hebron Avenue
Suite 400, Glastonbury, CT 06033; phone: (860) 368-3700; fax: (860)
368-4600; email: iaeinfo@iaev2500.com; Web site: https://www.iaeworld.com; for a copy of the service information referenced
in this AD.
(j) Material Incorporated by Reference
(1) You must use the following service information to do the
actions required by this AD, unless the AD specifies otherwise. The
Director of the Federal Register approved the incorporation by
reference (IBR) under 5 U.S.C. 552(a) and 1 CFR part 51 of the
following service information on the date specified:
(i) International Aero Engines (IAE) SB No. V2500-ENG-72-0580,
Revision 3, dated August 23, 2011, approved for IBR January 17,
2012.
(ii) IAE SB No. V2500-ENG-72-0542, Revision 1, dated January 7,
2009, approved for IBR January 17, 2012.
(iii) IAE SB No. V2500-ENG-72-0483, Revision 3, dated January 7,
2009, approved for IBR January 17, 2012.
(2) For service information identified in this AD, contact
International Aero Engines AG, 628 Hebron Avenue, Suite 400,
Glastonbury, CT 06033; phone: (860) 368-3700; fax: (860) 368-4600;
email: iaeinfo@iaev2500.com; Web site: https://www.iaeworld.com.
(3) You may review copies of the service information at the FAA,
Engine & Propeller Directorate, 12 New England Executive Park,
Burlington, MA 01803. For information on the availability of this
material at the FAA, call (781) 238-7125.
(4) You may also review copies of the service information that
is incorporated by reference at the National Archives and Records
Administration (NARA). For information on the availability of this
material at an NARA facility, call (202) 741-6030, or go to https://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html.
Issued in Burlington, MA, on November 30, 2011.
Peter A. White,
Manager, Engine & Propeller Directorate, Aircraft Certification
Service.
[FR Doc. 2011-31663 Filed 12-9-11; 8:45 am]
BILLING CODE 4910-13-P
