Airworthiness Directives; International Aero Engines AG Turbofan Engines, 30371-30376 [2012-12329]
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30371
Rules and Regulations
Federal Register
Vol. 77, No. 100
Wednesday, May 23, 2012
This section of the FEDERAL REGISTER
contains regulatory documents having general
applicability and legal effect, most of which
are keyed to and codified in the Code of
Federal Regulations, which is published under
50 titles pursuant to 44 U.S.C. 1510.
2. In § 326.8, paragraphs (a) and (b) are
republished and paragraph (c) is added
to read as follows:
§ 326.8
12 CFR Part 326
RIN 3064–AD76
Procedures for Monitoring Bank
Secrecy Act Compliance and Fair
Credit Reporting: Technical
Amendments; Correction
Federal Deposit Insurance
Corporation (FDIC).
AGENCY:
Final rule; correction.
The FDIC is correcting a final
rule that appeared in the Federal
Register of March 18, 2011, regarding
Procedures for Monitoring Bank Secrecy
Act Compliance and Fair Credit
Reporting: Technical Amendments. This
correction clarifies that the FDIC did not
intend to remove a paragraph from its
regulations.
SUMMARY:
Effective May 23, 2012. This
correction is applicable beginning
March 18, 2011.
DATES:
Carl
Gold, Counsel, Legal Division, (202)
898–8702, 550 17th Street NW.,
Washington, DC 20429.
SUPPLEMENTARY INFORMATION: On March
18, 2011, the FDIC published a final
rule, Procedures for Monitoring Bank
Secrecy Act Compliance and Fair Credit
Reporting: Technical Amendments (76
FR 10672). This final rule included
revisions to 12 CFR 326.8(a) and (b). No
revisions were being made to § 326.8(c)
so it was not included in the March 18,
2011, final rule, but owing to an error
in punctuation in that rule, 12 CFR
326.8(c) was removed from the Code of
Federal Regulations.
For the reasons set out in the
preamble, the FDIC hereby amends 12
CFR part 326 with the following
correcting amendment:
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Dated: May 18, 2012.
Federal Deposit Insurance Corporation.
Valerie J. Best,
Assistant Executive Secretary.
[FR Doc. 2012–12495 Filed 5–22–12; 8:45 am]
BILLING CODE 6741–01–P
DEPARTMENT OF TRANSPORTATION
■
FEDERAL DEPOSIT INSURANCE
CORPORATION
FOR FURTHER INFORMATION CONTACT:
1. The authority citation for part 326
continues to read as follows:
■
Authority: 12 U.S.C. 1813, 1815, 1817,
1818, 1819 (Tenth), 1881–1883; 31 U.S.C.
5311–5314 and 5316–5332.2.
The Code of Federal Regulations is sold by
the Superintendent of Documents. Prices of
new books are listed in the first FEDERAL
REGISTER issue of each week.
ACTION:
PART 326—MINIMUM SECURITY
DEVICES AND PROCEDURES AND
BANK SECRECY ACT COMPLIANCE
Bank Security Act compliance.
(a) Purpose. This subpart is issued to
assure that all insured nonmember
banks as defined in 12 CFR 326.1
establish and maintain procedures
reasonably designed to assure and
monitor their compliance with the
requirements of subchapter II of chapter
53 of title 31, United States Code, and
the implementing regulations
promulgated thereunder by the
Department of Treasury at 31 CFR
Chapter X.
(b) Compliance procedures—(1)
Program requirement. Each bank shall
develop and provide for the continued
administration of a program reasonably
designed to assure and monitor
compliance with recordkeeping and
reporting requirements set forth in
subchapter II of chapter 53 of title 31,
United States Code, and the
implementing regulations issued by the
Department of Treasury at 31 CFR
Chapter X. The compliance program
shall be written, approved by the bank’s
board of directors, and noted in the
minutes.
(2) Customer identification program.
Each bank is subject to the requirements
of 31 U.S.C. 5318(l) and the
implementing regulation jointly
promulgated by the FDIC and the
Department of the Treasury at 31 CFR
1020.220.
(c) Contents of compliance program.
The compliance program shall, at a
minimum:
(1) Provide for a system of internal
controls to assure ongoing compliance;
(2) Provide for independent testing for
compliance to be conducted by bank
personnel or by an outside party;
(3) Designate an individual or
individuals responsible for coordinating
and monitoring day-to-day compliance;
and
(4) Provide training for appropriate
personnel.
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Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2009–1100; Directorate
Identifier 2009–NE–37–AD; Amendment 39–
17044; AD 2012–09–09]
RIN 2120–AA64
Airworthiness Directives; International
Aero Engines AG Turbofan Engines
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
We are superseding an
existing airworthiness directive (AD) for
all International Aero Engines AG (IAE)
V2500–A1, V2525–D5 and V2528–D5
turbofan engines, and certain serial
numbers (S/Ns) of 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 ultrasonic
inspections (USIs) of certain highpressure compressor (HPC) stage 3 to 8
drums, and replacement of drum
attachment nuts. This new AD expands
the affected population for initial and
repetitive inspections of the HPC stage
3 to 8 drum, introduces an eddy current
inspection (ECI) procedure, and requires
additional cleaning and repetitive USI
of some HPC stage 3 to 8 drums. We are
issuing this AD to prevent uncontained
failure of the HPC stage 3 to 8 drum,
which could result in damage to the
airplane.
SUMMARY:
This AD is effective June 27,
2012.
The Director of the Federal Register
approved the incorporation by reference
(IBR) of certain publications listed in
the AD as of June 27, 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:
DATES:
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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
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:
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Discussion
We issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to supersede AD 2010–20–07,
Amendment 39–16441 (75 FR 59067,
September 27, 2010). That AD applies to
the specified products. The NPRM
published in the Federal Register on
December 30, 2011 (76 FR 82202). That
NPRM proposed to continue to require
initial and repetitive USIs of certain
HPC stage 3 to 8 drums, and
replacement of drum attachment nuts.
That NPRM also proposed to expand the
affected population for initial and
repetitive inspections of the HPC stage
3 to 8 drum, introduce an ECI
procedure, and require additional
cleaning and repetitive USI of some
HPC stage 3 to 8 drums.
entire V2500 fleet of engines, and to
modify the optional terminating action
to include partially silver plated nuts,
part number (P/N) AS64367. The
commenters stated that one new HPC
stage 3 to 8 drum was discovered
installed with partially silver plated
nuts, P/N AS64367, that had some
corrosion pitting.
We partially agree. We agree with
making a change to the optional
terminating action, because the
corrosion pitting found was on the
optional terminating action
configuration. We changed the AD,
deleting the optional terminating action
from the AD. We do not agree with
including the entire V2500 fleet of
engines, because we do not yet have
enough information to determine what
actions are needed if the nuts are only
partially silver plated. We did not
change the AD to affect the entire V2500
engine population.
Request To Correct Paragraph
Reference Errors
Seven commenters requested that in
paragraph (i), Optional Terminating
Action, we correct the paragraph
references of (h)(1) and (h)(2) to (i)(1)
and (i)(2).
We agree. However, we have deleted
the Optional Terminating Action
paragraph from the AD, as described
previously, and redesignated the
subsequent paragraphs accordingly. We
did not change the AD based on this
comment.
Request To Add a Section to Previous
Credit
Air New Zealand requested that we
add a section to paragraph (k), Previous
Credit, for prior installation of a zerotime HPC stage 3 to 8 drum that has
never operated with fully silver plated
nuts.
We do not agree. We already state in
Compliance paragraph (e) that actions
are required unless the actions have
already been done. We did not change
the AD.
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 Reference the AD Being
Superseded
Onur Air requested that we reference
the AD being superseded, as it is not
mentioned in the proposed AD.
We do not agree. We already reference
the superseded AD in the Discussion
and in paragraph (b). We did not change
the AD.
Request To Include Entire V2500 Fleet
of Engines, and Modify the Optional
Terminating Action
Airbus and IAE requested that we
change the applicability to include the
Exclude Certain HPC Stage 3 to 8
Drums
Onur Air stated that drums which
were cleaned, fluorescent penetrant
inspected (FPI), and installed with non-
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fully silver plated nuts into the engine
in a previous shop visit are not
addressed, and should be excluded in
the mandatory terminating action of the
proposed AD.
We do not agree. These drums are
subject to the repetitive inspections
specified in the AD. We did not change
the AD.
Request To Rewrite Paragraphs (f)
and (h)
Christchurch Engine Centre and
United Airlines requested that we
rewrite paragraph (f) and (h) because
they believe those paragraphs imply that
the grace period of FPI or ECI apply to
the repetitive USI frequency.
We do not agree. The grace period
affects the USI start, based on the type
of previous inspection and not the USI
re-inspection interval. As specified in
paragraph (h) of the proposed AD, USI
inspections are to be done every 750
cycles-since-last USI. If an FPI is done,
then the USI is required within 2,500
cycles from the FPI, and then done
every 750 cycles-since-last USI. The
process for the ECI is the same. We did
not change the AD.
Request To Use the Engine Manual
(EM) Instead of the Service Bulletin
(SB) for Cleaning
Christchurch Engine Centre and IAE
requested that cleaning be done using
the EM instead of the SB.
We partially agree. The EM or the SB
may be used as the cleaning procedure.
We changed the AD to include the EM
and SB as guidance for the cleaning
procedure.
Request To Correct a Service Bulletin
No.
Christchurch Engine Centre requested
that we correct an error in the SB No.
in paragraph (k)(4) of the proposed AD
from ‘‘V2500–ENG–72–615’’ to ‘‘V2500–
ENG–72–0615’’.
We agree. We changed the AD to use
the correct SB No. V2500–ENG–72–
0615.
Request To Incorporate by Reference
(IBR) SBs
Christchurch Engine Centre requested
that we IBR the SBs into the AD, and
stated that the proposed AD is missing
the Material Incorporated by Reference
section.
We agree. In the NPRM, we identified
SBs needed for compliance. But in
NPRMs, we do not set them in a
separate IBR paragraph. In our final
rules we do, as required by the Office of
the Federal Register. In this final rule,
we IBR’d SBs necessary for compliance
in the AD.
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30373
Request To Reconsider the Cost of
Compliance
Japan Airlines requested that we
reconsider the Cost of Compliance.
Based on their experience, they believe
it requires at least 11 hours to perform
the required work.
We do not agree. The hours are based
on average times provided by the type
certificate holder. Actual times may
vary depending on engine configuration
and number of engines inspected. We
did not change the Cost of Compliance.
Request To Clarify Piece-Part Exposure
Definition
Request for Changes To Make It Easier
for Operators to Comply With the AD
United Airlines and MTU
Maintenance Hanover GmbH requested
that we clarify the definition of piecepart exposure.
We agree. We changed the definition
to: ‘‘For the purpose of this AD, piecepart exposure is removal of the HPC
stage 3 to 8 drum from the engine,
removal of all blades from the drum,
and separation of the HPC stage 3 to 8
drum from the stage 9 to 12 drum.’’
Request To Mandate Only Relevant
Sections of the USI Procedures
Japan Airlines and United Airlines
requested that the AD mandate only the
relevant sections of the USI procedures
in IAE Non-Modification SB (NMSB)
No. V2500–ENG–72–0608, Revision 3,
dated September 20, 2011, and NMSB
No. V2500–ENG–72–0615, Revision 3,
dated September 20, 2011.
We agree. We changed the AD to
clarify the initial inspection
requirements of the AD.
Request To Remove Redundant SB
Listing
United Airlines requested that we add
specific accept/reject criteria of missing
liner material in the USI inspection
area. The commenter also requested that
we remove the requirement for
borescoping the HPC stage 7 to 8 drum
ceramic liner for staining or axial
cracking, or, that we specify accept/
reject criteria for staining and cracking
of the ceramic liner. They also requested
that we delay blending limit
measurements of the HPC case port and
add details for material removal to allow
access for the probe manipulators.
These changes would make it easier for
operators to comply with the AD and
avoid unnecessary delays.
We partially agree. We agree with
specifying accept/reject criteria for
missing liner material in the USI
inspection area. The borescope
requirement of the HPC stage 7 to 8
drum ceramic liner for staining or axial
cracking improves the probability of
detection, however we agree to remove
it due to lack of clear accept/reject
criteria. We do not agree with including
in the AD when to perform blending
limits measurements and adding details
for material removal to allow access for
the probe manipulators because they are
part of preparation. We added to the AD
that any liner loss which results in
lifting of the USI probe from the liner
will need to be repaired to perform an
acceptable inspection. Liner loss found
under the intended path of the USI
probe must be smaller than the head of
the probe.
Request for Previous Credit
Japan Airlines and United Airlines
requested that we give previous credit
for operators using earlier revisions of
the USI SBs listed in the proposed AD,
as some operators have already
inspected using the earlier revisions.
We agree. We changed AD to give
credit for commpliance to the earlier
SBs listed in the AD.
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Request To Allow Special Flight
Permits
United Airlines and TAM Airlines
requested that we allow Special Flight
Permits so that the airplane can be
flown to a location where the work
required by the AD can be performed.
We do not agree. The AD already
allows flights to a repair facility. We did
not change the AD.
Request To Include All HPC Stage 3 to
8 Drum P/N Possibilities
United Airlines requested that we
include all HPC stage 3 to 8 drum P/N
possibilities in the SB. The commenter
believes that drum P/N 6B1404, which
is manufactured from the same titanium
material as drum P/N 6A8316, should
be included.
We do not agree. The AD currently
applies to all engines with HPC stage 3
to 8 drums that operated with fully
silver plated nuts. Drum P/N 6B1404
was introduced into production with
engine S/N higher than V13191 and
‘‘Select One’’ engines S/N higher than
V15575, and are outside of the
applicability of this AD. We did not
change the AD.
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IAE requested that we remove the
redundant listing of NMSB No. V2500–
ENG–72–0615, Revision 3, dated
September 20, 2011, under Relevant
Service Information in the preamble of
the proposed AD.
We agree. However, we do not repeat
the Relevant Service Information in the
final rule. We did not change the AD.
Request To Clarify Compliance
Timeframe and Establish a Calendar
End-Date
IAE requested that we clarify why a
compliance timeframe is required to
remove all fully silver plated nuts and
also establish a calendar end-date of
2021.
We do not agree. The unsafe
condition results from a corrosive
operating environment. The amount of
corrosion varies with time and location,
and we have no data to support a
calendar end-date of 2021. We did not
change the AD.
Request To Delay USI Start Time and
Repeat Inspection Time
TAM Airlines requested that we delay
the USI start time to 13,500 cyclessince-new, and increase the repeat
inspection time to 1,500 cycles-sincethe-last USI.
We do not agree. The initial and
repetitive inspection intervals were
established based on field experience,
and extensive analysis and testing. We
have no data that supports an increase
in the compliance times. We did not
change the AD.
Request for Special Increase Limit
PT GMF Aeroasia requested that we
allow them a special increase limit for
one of their engines that is above 13,700
cycles to allow time to receive the
special tooling required for the
inspections.
We do not agree. The analysis and
testing does not support continued safe
flight above 13,700 cycles. We did not
change the AD.
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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.
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 will affect
about 906 IAE V2500–A1, V2522–A5,
V2524–A5, V2525–D5, V2527–A5,
V2527E–A5, V2527M–A5, V2528–D5,
V2530–A5, and V2533–A5 turbofan
engines installed on airplanes of U.S.
registry. We estimate that it will take
about 3 work-hours per engine to
perform the USI, and about 2 workhours per engine to perform the FPI of
the HPC stage 3 to 8 drum. The average
labor rate is $85 per work-hour. We also
estimate that removal of silver residue
from the engine will cost about $2,600
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Federal Register / Vol. 77, No. 100 / Wednesday, May 23, 2012 / Rules and Regulations
per engine, and required parts about
$795 per engine. We also estimate the
cost of replacing a drum if found
cracked will be $189,000. We have no
way of determining the number of
aircraft that might need this
replacement. Based on these figures, we
estimate the total cost of the AD to U.S.
operators to be $4,385,040.
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.
Authority for This Rulemaking
§ 39.13
Title 49 of the United States Code
specifies the FAA’s authority to issue
rules on aviation safety. Subtitle I,
Section 106, describes the authority of
the FAA Administrator. Subtitle VII,
Aviation Programs, describes in more
detail the scope of the Agency’s
authority.
We are issuing this rulemaking under
the authority described in Subtitle VII,
Part A, Subpart III, Section 44701,
‘‘General requirements.’’ Under that
section, Congress charges the FAA with
promoting safe flight of civil aircraft in
air commerce by prescribing regulations
for practices, methods, and procedures
the Administrator finds necessary for
safety in air commerce. This regulation
is within the scope of that authority
because it addresses an unsafe condition
that is likely to exist or develop on
products identified in this rulemaking
action.
■
Regulatory Findings
We have determined that this AD will
not have federalism implications under
Executive Order 13132. This AD will
not have a substantial direct effect on
the States, on the relationship between
the national government and the States,
or on the distribution of power and
responsibilities among the various
levels of government.
For the reasons discussed above, I
certify that this AD:
(1) Is not a ‘‘significant regulatory
action’’ under Executive Order 12866,
(2) Is not a ‘‘significant rule’’ under
DOT Regulatory Policies and Procedures
(44 FR 11034, February 26, 1979),
(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.
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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,
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[Amended]
2. The FAA amends § 39.13 by
removing airworthiness directive (AD)
2010–20–07, Amendment 39–16441 (75
FR 59067, September 27, 2010), and
adding the following new AD:
2012–09–09 International Aero Engines
AG: Amendment 39–17044; Docket No.
FAA–2009–1100, Directorate Identifier
2009–NE–37–AD.
(a) Effective Date
This airworthiness directive (AD) is
effective June 27, 2012.
(b) Affected ADs
This AD supersedes AD 2010–20–07,
Amendment 39–16441 (75 FR 59067,
September 27, 2010).
(c) Applicability
This AD applies to:
(1) All International Aero Engines AG (IAE)
V2500–A1 turbofan engines; and
(2) All IAE V2525–D5 and V2528–D5
turbofan engines; and
(3) IAE V2522–A5, V2524–A5, V2527–A5,
V2527E–A5, V2527M–A5, V2530–A5, and
V2533–A5 turbofan engines with serial
numbers (S/Ns) up to and including V13181,
and with S/Ns from V15000 up to and
including V15245.
(d) Unsafe Condition
This AD results from reports of 50
additional high-pressure compressor (HPC)
stage 3 to 8 drums found cracked since AD
2010–20–07 was issued. We are issuing this
AD to prevent failure of the HPC stage 3 to
8 drum, uncontained engine failure, and
damage to the airplane.
(e) Compliance
You are responsible for having the actions
required by this AD performed within the
compliance times specified unless the
actions have already been done.
(f) Initial Ultrasonic Inspections (USIs) of the
HPC Stage 3 to 8 Drum—‘‘Group A’’
For IAE V2500–A1, V2522–A5, V2524–A5,
V2527–A5, V2527E–A5, V2527M–A5,
V2530–A5, and V2533–A5 turbofan engines
with S/Ns in ‘‘Group A’’ in paragraph 1.A. in
IAE Non-Modification Service Bulletin
(NMSB) No. V2500–ENG–72–0615, Revision
3, dated September 20, 2011, perform an
initial USI of the HPC stage 3 to 8 drum
before accumulating 5,000 cycles-since-new
(CSN) or within 500 cycles from the effective
date of this AD, whichever occurs later, as
follows:
(1) For IAE V2500–A1 turbofan engines:
(i) For on-wing inspections of the outer
diameter, perform an initial USI using IAE
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NMSB No. V2500–ENG–72–0615, Revision 3,
dated September 20, 2011, Accomplishment
Instructions, paragraph 3, sections E, G(1)
through G(5), I, and J.
(ii) For on-wing inspections of the inner
diameter, perform an initial USI using IAE
NMSB No. V2500–ENG–72–0615, Revision 3,
dated September 20, 2011, Accomplishment
Instructions, paragraph 3, sections L, N(1)
through N(5), P(1), and Q.
(iii) For shop inspections of the outer
diameter, perform an initial USI using IAE
NMSB No. V2500–ENG–72–0615, Revision 3,
dated September 20, 2011, Accomplishment
Instructions, paragraph 3, sections AU,
AW(1) through AW(5), AY, and AZ.
(iv) For shop inspections of the inner
diameter, perform an initial USI using IAE
NMSB No. V2500–ENG–72–0615, Revision 3,
dated September 20, 2011, Accomplishment
Instructions, paragraph 3, sections BB, BD(1)
through BD(5), BF(1), and BG.
(v) Any liner loss which results in lifting
of the USI probe from the liner will need to
be repaired in order to perform an acceptable
inspection. Liner loss found under the
intended path of the USI probe must be
smaller than the head of the probe.
(2) For V2522–A5, V2524–A5, V2527–A5,
V2527E–A5, V2527M–A5, V2530–A5, and
V2533–A5 turbofan engines:
(i) For on-wing inspections of the outer
diameter, perform an initial USI using IAE
NMSB No. V2500–ENG–72–0615, Revision 3,
dated September 20, 2011, Accomplishment
Instructions, paragraph 3, sections Z, AB(1)
through AB(5), AD, and AE.
(ii) For on-wing inspections of the inner
diameter, perform an initial USI using IAE
NMSB No. V2500–ENG–72–0615, Revision 3,
dated September 20, 2011, Accomplishment
Instructions, paragraph 3, sections AG, AI(1)
through AI(5), AK(1), and AL.
(iii) For shop inspections of the outer
diameter, perform an initial USI using IAE
NMSB No. V2500–ENG–72–0615, Revision 3,
dated September 20, 2011, Accomplishment
Instructions, paragraph 3, sections BO, BQ(1)
through BQ(5), BS, and BT.
(iv) For shop inspections of the inner
diameter, perform an initial USI using IAE
NMSB No. V2500–ENG–72–0615, Revision 3,
dated September 20, 2011, Accomplishment
Instructions, paragraph 3, sections BV, BX(1)
through BX(5), BZ(1), and CA.
(v) Any liner loss which results in lifting
of the USI probe from the liner will need to
be repaired in order to perform an acceptable
inspection. Liner loss found under the
intended path of the USI probe must be
smaller than the head of the probe.
(g) Initial USIs of the HPC Stage 3 to 8
Drum—‘‘Group B’’
For IAE V2500–A1, V2522–A5, V2524–A5,
V2527–A5, V2527E–A5, V2527M–A5,
V2530–A5, and V2533–A5 Turbofan Engines
with S/Ns in ‘‘Group B’’ in Paragraph 1.A. in
IAE NMSB No. V2500–ENG–72–0615,
Revision 3, dated September 20, 2011,
perform an initial USI of the HPC stage 3 to
8 drum before accumulating 12,500 CSN or
within 500 cycles from the effective date of
this AD, whichever occurs later, not to
exceed 13,700 CSN, as follows:
(1) For IAE V2500–A1 turbofan engines:
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srobinson on DSK4SPTVN1PROD with RULES
(i) For on-wing inspections of the outer
diameter, perform an initial USI using IAE
NMSB No. V2500–ENG–72–0615, Revision 3,
dated September 20, 2011, Accomplishment
Instructions, paragraph 3, sections E, G(1)
through G(5), I, and J.
(ii) For on-wing inspections of the inner
diameter, perform an initial USI using IAE
NMSB No. V2500–ENG–72–0615, Revision 3,
dated September 20, 2011, Accomplishment
Instructions, paragraph 3, sections L, N(1)
through N(5), P(1), and Q.
(iii) For shop inspections of the outer
diameter, perform an initial USI using IAE
NMSB No. V2500–ENG–72–0615, Revision 3,
dated September 20, 2011, Accomplishment
Instructions, paragraph 3, sections AU,
AW(1) through AW(5), AY, and AZ.
(iv) For shop inspections of the inner
diameter, perform an initial USI using IAE
NMSB No. V2500–ENG–72–0615, Revision 3,
dated September 20, 2011, Accomplishment
Instructions, paragraph 3, sections BB, BD(1)
through BD(5), BF(1), and BG.
(v) Any liner loss which results in lifting
of the USI probe from the liner will need to
be repaired in order to perform an acceptable
inspection. Liner loss found under the
intended path of the USI probe must be
smaller than the head of the probe.
(2) For V2522–A5, V2524–A5, V2527–A5,
V2527E–A5, V2527M–A5, V2530–A5, and
V2533–A5 turbofan engines:
(i) For on-wing inspections of the outer
diameter, perform an initial USI using IAE
NMSB No. V2500–ENG–72–0615, Revision 3,
dated September 20, 2011, Accomplishment
Instructions, paragraph 3, sections Z, AB(1)
through AB(5), AD, and AE.
(ii) For on-wing inspections of the inner
diameter, perform an initial USI using IAE
NMSB No. V2500–ENG–72–0615, Revision 3,
dated September 20, 2011, Accomplishment
Instructions, paragraph 3, sections AG, AI(1)
through AI(5), AK(1), and AL.
(iii) For shop inspections of the outer
diameter, perform an initial USI using IAE
NMSB No. V2500–ENG–72–0615, Revision 3,
dated September 20, 2011, Accomplishment
Instructions, paragraph 3, sections BO, BQ(1)
through BQ(5), BS, and BT.
(iv) For shop inspections of the inner
diameter, perform an initial USI using IAE
NMSB No. V2500–ENG–72–0615, Revision 3,
dated September 20, 2011, Accomplishment
Instructions, paragraph 3, sections BV, BX(1)
through BX(5), BZ(1), and CA.
(v) Any liner loss which results in lifting
of the USI probe from the liner will need to
be repaired in order to perform an acceptable
inspection. Liner loss found under the
intended path of the USI probe must be
smaller than the head of the probe.
(h) Initial USIs for All IAE V2525–D5 and
V2528–D5 Turbofan Engines
(1) For all IAE V2525–D5 and V2528–D5
turbofan engines, perform an initial USI of
the HPC stage 3 to 8 drum before
accumulating 12,500 CSN or within 500
cycles from the effective date of this AD,
whichever occurs later, not to exceed 13,700
CSN.
(i) For on-wing inspections of the outer
diameter, perform an initial USI using IAE
NMSB No. V2500–ENG–72–0608, Revision 3,
VerDate Mar<15>2010
16:20 May 22, 2012
Jkt 226001
dated September 20, 2011, Accomplishment
Instructions, paragraph 3, sections E, G(1)
through G(5), I, and J.
(ii) For on-wing inspections of the inner
diameter, perform an initial USI using
IAENMSB No. V2500–ENG–72–0608,
Revision 3, dated September 20, 2011,
Accomplishment Instructions, paragraph 3,
sections L, N(1) through N(5), P(1), and Q.
(iii) For shop inspections of the outer
diameter, perform an initial USI using IAE
NMSB No. V2500–ENG–72–0608, Revision 3,
dated September 20, 2011, Accomplishment
Instructions, paragraph 3, sections Z, AB(1)
through AB(5), AD, and AE.
(iv) For shop inspections of the inner
diameter, perform an initial USI using IAE
NMSB No. V2500–ENG–72–0608, Revision 3,
dated September 20, 2011, Accomplishment
Instructions, paragraph 3, sections AG, AI(1)
through AI(5), AK(1), and AL.
(v) Any liner loss which results in lifting
of the USI probe from the liner will need to
be repaired in order to perform an acceptable
inspection. Liner loss found under the
intended path of the USI probe must be
smaller than the head of the probe.
(i) Removal of All Fully Silver Plated Nuts
(1) At the next piece part exposure of the
HPC stage 3 to 8 drum after the effective date
of this AD, but no later than 8 years from the
effective date of this AD, do the following
before returning any HPC stage 3 to 8 drum
to service:
(i) Remove from service all fully silver
plated nuts, part number AS44862 or
equivalent that attach the HPC stage 3 to 8
drum to the HPC stage 9 to 12 drum.
(ii) Remove the silver residue from the HPC
stage 3 to 8 drum. You can find guidance to
remove the silver residue of the HPC stage 3
to 8 drum in IAE NMSB No. V2500–ENG–72–
0601, Revision 2, dated April 12, 2010, or in
IAE engine manual task 72–41–11–110–001.
(2) Perform an inspection using one of the
following methods:
(i) Fluorescent penetrant inspect (FPI) the
HPC stage 3 to 8 drum for cracks, and remove
from service any drum found cracked. You
can find guidance on performing an FPI of
the HPC stage 3 to 8 drum in IAE engine
manual task 72–41–11–200–001.
(ii) Eddy current inspect (ECI) the HPC
stage 3 to 8 drum for cracks, using IAE NMSB
No. V2500–ENG–72–0625, dated September
20, 2011, and remove from service any drum
found cracked.
(3) If cracks or crack indications are
identified, remove the drum from service
before further flight.
(4) Accomplishing paragraphs (i)(1) and
(i)(2) of this AD before the inspection criteria
requirements of paragraphs (f), (g) or (h) of
this AD, may be substituted for the initial
USI requirement of paragraphs (f), (g) or (h)
of this AD.
(j) Repetitive USIs of the HPC Stage 3 to 8
Drum
Perform repetitive USIs of the HPC stage 3
to 8 drum for cracks in accordance with
paragraphs (f)(1), (f)(2), (g)(1), (g)(2), or (h)(1)
of this AD as applicable, as follows:
(1) Within every 750 cycles-since-last USI;
or
PO 00000
Frm 00005
Fmt 4700
Sfmt 4700
30375
(2) Within 2,500 cycles-since-last FPI; or
(3) Within 13,000 cycles-since-last ECI,
whichever occurs latest.
(k) Definition
For the purpose of this AD, piece-part
exposure is removal of the HPC stage 3 to 8
drum from the engine, removal of all blades
from the drum, and separation of the HPC
stage 3 to 8 drum from the stage 9 to 12
drum.
(l) Credit for Previous Actions
(1) If you performed a USI before the
effective date of this AD using the following
IAE NMSB’s, you met the requirements of
this AD:
(i) IAE NMSB No. V2500–ENG–72–0594,
Revision 3, dated August 7, 2009, or Revision
4, dated October 13, 2009; or Revision 5,
dated November 23, 2009; or Revision 6,
dated April 12, 2010.
(ii) IAE NMSB No. V2500–ENG–72–0603,
Initial Issue, dated November 24 2009; or
Revision 1, dated December 18, 2009; or
Revision 2, dated March 17, 2010.
(iii) IAE NMSB No. V2500–ENG–72–0608,
Initial Issue, dated May 5, 2010; Revision 1,
dated August 6, 2010; or Revision 2, dated
January 4, 2011.
(iv) IAE NMSB No. V2500–ENG–72–0615,
Initial Issue, dated July 19, 2010; Revision 1,
dated August 2, 2010; or Revision 2, dated
November 24, 2010.
(m) Alternative Methods of Compliance
(AMOCs)
The Manager, Engine Certification Office,
may approve AMOCs for this AD. Use the
procedures found in 14 CFR 39.19 to make
your request.
(n) 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) Guidance on removing the silver
residue of the HPC stage 3 to 8 drum may be
found in International Aero Engines Service
Bulletin No. V2500–ENG–72–0601, Revision
2, dated April 12, 2010, and in IAE engine
manual task 72–41–11–110–001.
(o) Material Incorporated by Reference
(1) The Director of the Federal Register
approved the incorporation by reference
(IBR) of the following service information
under 5 U.S.C. 552(a) and 1 CFR part 51.
(2) You must use the following service
information to do the actions required by this
AD, unless the AD specifies otherwise.
(i) International Aero Engines NonModification Service Bulletin No. V2500–
ENG–72–0608, Revision 3, dated September
20, 2011.
(ii) International Aero Engines NonModification Service Bulletin No. V2500–
ENG–72–0615, Revision 3, dated September
20, 2011.
(iii) International Aero Engines NonModification Service Bulletin No. V2500–
ENG–72–0625, dated September 20, 2011.
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23MYR1
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Federal Register / Vol. 77, No. 100 / Wednesday, May 23, 2012 / Rules and Regulations
(3) 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.
(4) You may review copies of the service
information at the FAA, Engine & Propeller
Directorate, 12 New England Executive Park,
Burlington, MA. For information on the
availability of this material at the FAA, call
781–238–7125.
(5) 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 NARA, call 202–741–6030, or go
to: https://www.archives.gov/federal-register/
cfr/ibr_locations.html.
Issued in Burlington, Massachusetts, on
May 2, 2012.
Peter A. White,
Manager, Engine & Propeller Directorate,
Aircraft Certification Service.
[FR Doc. 2012–12329 Filed 5–22–12; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 73
[Docket No. FAA–2012–0510; Airspace
Docket No. 12–ASO–17]
RIN 2120–AA66
Amendment of Restricted Area R–
2101; Anniston Army Depot, AL
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
This action amends the
description of restricted area R–2101,
Anniston Army Depot, AL, by removing
the abbreviation ‘‘CST’’ from the time of
designation, and by including a
controlling agency for the restricted
area. This amendment does not change
the dimensions of, or activities
conducted within, R–2101.
DATES: Effective date 0901 UTC, July 26,
2012.
FOR FURTHER INFORMATION CONTACT: Paul
Gallant, Airspace, Regulations and ATC
Procedures Group, Office of Airspace
Services, Federal Aviation
Administration, 800 Independence
Avenue SW., Washington, DC 20591;
telephone: (202) 267–8783.
SUPPLEMENTARY INFORMATION:
srobinson on DSK4SPTVN1PROD with RULES
SUMMARY:
Background
The time of designation for R–2101
currently reads ‘‘0700 to 1800 CST,
Monday–Friday.’’ Since the restricted
VerDate Mar<15>2010
16:20 May 22, 2012
Jkt 226001
area lies completely within the central
time zone, it is unnecessary to specify
‘‘CST’’ in the description. The use of
‘‘CST’’ has led to confusion about the
time of designation during that part of
the year when daylight saving time is in
effect. The intended time of designation
for the restricted areas is 0700–1800
local time, Monday–Friday, during both
standard time and daylight saving time
periods.
Currently, R–2101 does not have a
designated controlling agency. A
controlling agency is the air traffic
control facility that exercises control of
the airspace when it is not in use by the
using agency for its designated purpose.
Since the using agency releases R–2101
during periods when it is not scheduled
for use, the FAA is designating a
controlling agency to enable joint use of
the airspace during such periods.
The Rule
This action amends Title 14, Code of
Federal Regulations (14 CFR) part 73 by
removing ‘‘CST’’ from the time of
designation for restricted area R–2101,
Anniston Army Depot, AL, and
inserting the words ‘‘local time’’ in its
place. The time of designation is
amended to read ‘‘0700 to 1800 local
time, Monday-Friday.’’ In addition, the
FAA, Atlanta Air Route Traffic Control
Center (ARTCC) is designated as the
controlling agency for the restricted
area. A controlling agency enables joint
use of the airspace during periods when
it is not required by the military using
agency. These changes do not alter the
current dimensions or usage of the
restricted area.
Because this action is a minor
editorial change that does not alter the
physical location or utilization of the
restricted areas, I find that notice and
public procedures under 5 U.S.C. 553(b)
are unnecessary.
Section 73.21 of Title 14 CFR part 73
was republished in FAA Order 7400.8T,
effective February 16, 2011.
The FAA has determined that this
regulation only involves an established
body of technical regulations for which
frequent and routine amendments are
necessary to keep them operationally
current. Therefore, this regulation: (1) Is
not a ‘‘significant regulatory action’’
under Executive Order 12866; (2) is not
a ‘‘significant rule’’ under Department of
Transportation (DOT) Regulatory
Policies and Procedures (44 FR 11034;
February 26, 1979); and (3) does not
warrant preparation of a regulatory
evaluation as the anticipated impact is
so minimal. Since this is a routine
matter that will only affect air traffic
procedures and air navigation, it is
certified that this rule, when
PO 00000
Frm 00006
Fmt 4700
Sfmt 4700
promulgated, will not have a significant
economic impact on a substantial
number of small entities under the
criteria of the Regulatory Flexibility Act.
The FAA’s authority to issue rules
regarding aviation safety is found in
Title 49 of the United States Code.
Subtitle I, Section 106 describes the
authority of the FAA Administrator.
Subtitle VII, Aviation Programs,
describes in more detail the scope of the
agency’s authority.
This rulemaking is promulgated
under the authority described in
Subtitle VII, Part A, Subpart I, Section
40103. Under that section, the FAA is
charged with prescribing regulations to
assign the use of the airspace necessary
to ensure the safety of aircraft and the
efficient use of airspace. This regulation
is within the scope of that authority as
it amends airspace descriptions to keep
them current.
Environmental Review
The FAA has determined that this
action qualifies for categorical exclusion
under the National Environmental
Policy Act in accordance with FAA
Order 1050.1E, Environmental Impacts:
Policies and Procedures, paragraph
311d. This action updates the technical
description of special use airspace that
does not alter the dimensions, altitudes,
or use of the airspace. It is not expected
to cause any potentially significant
environmental impacts, and no
extraordinary circumstances exist that
warrant preparation of an
environmental assessment.
List of Subjects in 14 CFR Part 73
Airspace, Prohibited areas, Restricted
areas.
Adoption of Amendment
In consideration of the foregoing, the
Federal Aviation Administration
amends 14 CFR part 73 as follows:
PART 73—SPECIAL USE AIRSPACE
1. The authority citation for part 73
continues to read as follows:
■
Authority: 49 U.S.C. 106(g), 40103, 40113,
40120; E.O. 10854, 24 FR 9565, 3 CFR, 1959–
1963 Comp., p. 389.
■
2. § 73.21 is amended as follows:
§ 73.21
*
*
[Amended]
*
*
*
R–2101 Anniston Army Depot, AL
[Amended]
By replacing the current time of
designation and adding a controlling
agency as follows:
Time of designation. 0700 to 1800 local
time, Monday–Friday.
E:\FR\FM\23MYR1.SGM
23MYR1
]]>Agencies
[Federal Register Volume 77, Number 100 (Wednesday, May 23, 2012)]
[Rules and Regulations]
[Pages 30371-30376]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2012-12329]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2009-1100; Directorate Identifier 2009-NE-37-AD;
Amendment 39-17044; AD 2012-09-09]
RIN 2120-AA64
Airworthiness Directives; International Aero Engines AG Turbofan
Engines
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: We are superseding an existing airworthiness directive (AD)
for all International Aero Engines AG (IAE) V2500-A1, V2525-D5 and
V2528-D5 turbofan engines, and certain serial numbers (S/Ns) of 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 ultrasonic inspections (USIs) of certain high-pressure
compressor (HPC) stage 3 to 8 drums, and replacement of drum attachment
nuts. This new AD expands the affected population for initial and
repetitive inspections of the HPC stage 3 to 8 drum, introduces an eddy
current inspection (ECI) procedure, and requires additional cleaning
and repetitive USI of some HPC stage 3 to 8 drums. We are issuing this
AD to prevent uncontained failure of the HPC stage 3 to 8 drum, which
could result in damage to the airplane.
DATES: This AD is effective June 27, 2012.
The Director of the Federal Register approved the incorporation by
reference (IBR) of certain publications listed in the AD as of June 27,
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:
[[Page 30372]]
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 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 supersede AD 2010-20-07, Amendment 39-16441 (75 FR 59067,
September 27, 2010). That AD applies to the specified products. The
NPRM published in the Federal Register on December 30, 2011 (76 FR
82202). That NPRM proposed to continue to require initial and
repetitive USIs of certain HPC stage 3 to 8 drums, and replacement of
drum attachment nuts. That NPRM also proposed to expand the affected
population for initial and repetitive inspections of the HPC stage 3 to
8 drum, introduce an ECI procedure, and require additional cleaning and
repetitive USI of some HPC stage 3 to 8 drums.
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 Include Entire V2500 Fleet of Engines, and Modify the
Optional Terminating Action
Airbus and IAE requested that we change the applicability to
include the entire V2500 fleet of engines, and to modify the optional
terminating action to include partially silver plated nuts, part number
(P/N) AS64367. The commenters stated that one new HPC stage 3 to 8 drum
was discovered installed with partially silver plated nuts, P/N
AS64367, that had some corrosion pitting.
We partially agree. We agree with making a change to the optional
terminating action, because the corrosion pitting found was on the
optional terminating action configuration. We changed the AD, deleting
the optional terminating action from the AD. We do not agree with
including the entire V2500 fleet of engines, because we do not yet have
enough information to determine what actions are needed if the nuts are
only partially silver plated. We did not change the AD to affect the
entire V2500 engine population.
Request To Correct Paragraph Reference Errors
Seven commenters requested that in paragraph (i), Optional
Terminating Action, we correct the paragraph references of (h)(1) and
(h)(2) to (i)(1) and (i)(2).
We agree. However, we have deleted the Optional Terminating Action
paragraph from the AD, as described previously, and redesignated the
subsequent paragraphs accordingly. We did not change the AD based on
this comment.
Request To Add a Section to Previous Credit
Air New Zealand requested that we add a section to paragraph (k),
Previous Credit, for prior installation of a zero-time HPC stage 3 to 8
drum that has never operated with fully silver plated nuts.
We do not agree. We already state in Compliance paragraph (e) that
actions are required unless the actions have already been done. We did
not change the AD.
Request To Reference the AD Being Superseded
Onur Air requested that we reference the AD being superseded, as it
is not mentioned in the proposed AD.
We do not agree. We already reference the superseded AD in the
Discussion and in paragraph (b). We did not change the AD.
Exclude Certain HPC Stage 3 to 8 Drums
Onur Air stated that drums which were cleaned, fluorescent
penetrant inspected (FPI), and installed with non-fully silver plated
nuts into the engine in a previous shop visit are not addressed, and
should be excluded in the mandatory terminating action of the proposed
AD.
We do not agree. These drums are subject to the repetitive
inspections specified in the AD. We did not change the AD.
Request To Rewrite Paragraphs (f) and (h)
Christchurch Engine Centre and United Airlines requested that we
rewrite paragraph (f) and (h) because they believe those paragraphs
imply that the grace period of FPI or ECI apply to the repetitive USI
frequency.
We do not agree. The grace period affects the USI start, based on
the type of previous inspection and not the USI re-inspection interval.
As specified in paragraph (h) of the proposed AD, USI inspections are
to be done every 750 cycles-since-last USI. If an FPI is done, then the
USI is required within 2,500 cycles from the FPI, and then done every
750 cycles-since-last USI. The process for the ECI is the same. We did
not change the AD.
Request To Use the Engine Manual (EM) Instead of the Service Bulletin
(SB) for Cleaning
Christchurch Engine Centre and IAE requested that cleaning be done
using the EM instead of the SB.
We partially agree. The EM or the SB may be used as the cleaning
procedure. We changed the AD to include the EM and SB as guidance for
the cleaning procedure.
Request To Correct a Service Bulletin No.
Christchurch Engine Centre requested that we correct an error in
the SB No. in paragraph (k)(4) of the proposed AD from ``V2500-ENG-72-
615'' to ``V2500-ENG-72-0615''.
We agree. We changed the AD to use the correct SB No. V2500-ENG-72-
0615.
Request To Incorporate by Reference (IBR) SBs
Christchurch Engine Centre requested that we IBR the SBs into the
AD, and stated that the proposed AD is missing the Material
Incorporated by Reference section.
We agree. In the NPRM, we identified SBs needed for compliance. But
in NPRMs, we do not set them in a separate IBR paragraph. In our final
rules we do, as required by the Office of the Federal Register. In this
final rule, we IBR'd SBs necessary for compliance in the AD.
[[Page 30373]]
Request To Reconsider the Cost of Compliance
Japan Airlines requested that we reconsider the Cost of Compliance.
Based on their experience, they believe it requires at least 11 hours
to perform the required work.
We do not agree. The hours are based on average times provided by
the type certificate holder. Actual times may vary depending on engine
configuration and number of engines inspected. We did not change the
Cost of Compliance.
Request To Mandate Only Relevant Sections of the USI Procedures
Japan Airlines and United Airlines requested that the AD mandate
only the relevant sections of the USI procedures in IAE Non-
Modification SB (NMSB) No. V2500-ENG-72-0608, Revision 3, dated
September 20, 2011, and NMSB No. V2500-ENG-72-0615, Revision 3, dated
September 20, 2011.
We agree. We changed the AD to clarify the initial inspection
requirements of the AD.
Request for Previous Credit
Japan Airlines and United Airlines requested that we give previous
credit for operators using earlier revisions of the USI SBs listed in
the proposed AD, as some operators have already inspected using the
earlier revisions.
We agree. We changed AD to give credit for commpliance to the
earlier SBs listed in the AD.
Request To Allow Special Flight Permits
United Airlines and TAM Airlines requested that we allow Special
Flight Permits so that the airplane can be flown to a location where
the work required by the AD can be performed.
We do not agree. The AD already allows flights to a repair
facility. We did not change the AD.
Request To Include All HPC Stage 3 to 8 Drum P/N Possibilities
United Airlines requested that we include all HPC stage 3 to 8 drum
P/N possibilities in the SB. The commenter believes that drum P/N
6B1404, which is manufactured from the same titanium material as drum
P/N 6A8316, should be included.
We do not agree. The AD currently applies to all engines with HPC
stage 3 to 8 drums that operated with fully silver plated nuts. Drum P/
N 6B1404 was introduced into production with engine S/N higher than
V13191 and ``Select One'' engines S/N higher than V15575, and are
outside of the applicability of this AD. We did not change the AD.
Request To Clarify Piece-Part Exposure Definition
United Airlines and MTU Maintenance Hanover GmbH requested that we
clarify the definition of piece-part exposure.
We agree. We changed the definition to: ``For the purpose of this
AD, piece-part exposure is removal of the HPC stage 3 to 8 drum from
the engine, removal of all blades from the drum, and separation of the
HPC stage 3 to 8 drum from the stage 9 to 12 drum.''
Request To Remove Redundant SB Listing
IAE requested that we remove the redundant listing of NMSB No.
V2500-ENG-72-0615, Revision 3, dated September 20, 2011, under Relevant
Service Information in the preamble of the proposed AD.
We agree. However, we do not repeat the Relevant Service
Information in the final rule. We did not change the AD.
Request To Clarify Compliance Timeframe and Establish a Calendar End-
Date
IAE requested that we clarify why a compliance timeframe is
required to remove all fully silver plated nuts and also establish a
calendar end-date of 2021.
We do not agree. The unsafe condition results from a corrosive
operating environment. The amount of corrosion varies with time and
location, and we have no data to support a calendar end-date of 2021.
We did not change the AD.
Request To Delay USI Start Time and Repeat Inspection Time
TAM Airlines requested that we delay the USI start time to 13,500
cycles-since-new, and increase the repeat inspection time to 1,500
cycles-since-the-last USI.
We do not agree. The initial and repetitive inspection intervals
were established based on field experience, and extensive analysis and
testing. We have no data that supports an increase in the compliance
times. We did not change the AD.
Request for Special Increase Limit
PT GMF Aeroasia requested that we allow them a special increase
limit for one of their engines that is above 13,700 cycles to allow
time to receive the special tooling required for the inspections.
We do not agree. The analysis and testing does not support
continued safe flight above 13,700 cycles. We did not change the AD.
Request for Changes To Make It Easier for Operators to Comply With the
AD
United Airlines requested that we add specific accept/reject
criteria of missing liner material in the USI inspection area. The
commenter also requested that we remove the requirement for borescoping
the HPC stage 7 to 8 drum ceramic liner for staining or axial cracking,
or, that we specify accept/reject criteria for staining and cracking of
the ceramic liner. They also requested that we delay blending limit
measurements of the HPC case port and add details for material removal
to allow access for the probe manipulators. These changes would make it
easier for operators to comply with the AD and avoid unnecessary
delays.
We partially agree. We agree with specifying accept/reject criteria
for missing liner material in the USI inspection area. The borescope
requirement of the HPC stage 7 to 8 drum ceramic liner for staining or
axial cracking improves the probability of detection, however we agree
to remove it due to lack of clear accept/reject criteria. We do not
agree with including in the AD when to perform blending limits
measurements and adding details for material removal to allow access
for the probe manipulators because they are part of preparation. We
added to the AD that any liner loss which results in lifting of the USI
probe from the liner will need to be repaired to perform an acceptable
inspection. Liner loss found under the intended path of the USI probe
must be smaller than the head of the probe.
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. 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 will affect about 906 IAE V2500-A1, V2522-
A5, V2524-A5, V2525-D5, V2527-A5, V2527E-A5, V2527M-A5, V2528-D5,
V2530-A5, and V2533-A5 turbofan engines installed on airplanes of U.S.
registry. We estimate that it will take about 3 work-hours per engine
to perform the USI, and about 2 work-hours per engine to perform the
FPI of the HPC stage 3 to 8 drum. The average labor rate is $85 per
work-hour. We also estimate that removal of silver residue from the
engine will cost about $2,600
[[Page 30374]]
per engine, and required parts about $795 per engine. We also estimate
the cost of replacing a drum if found cracked will be $189,000. We have
no way of determining the number of aircraft that might need this
replacement. Based on these figures, we estimate the total cost of the
AD to U.S. operators to be $4,385,040.
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, Section 106, describes the
authority of the FAA Administrator. Subtitle VII, Aviation Programs,
describes in more detail the scope of the Agency's authority.
We are issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701, ``General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this
rulemaking action.
Regulatory Findings
We have determined that this AD will not have federalism
implications under Executive Order 13132. This AD will not have a
substantial direct effect on the States, on the relationship between
the national government and the States, or on the distribution of power
and responsibilities among the various levels of government.
For the reasons discussed above, I certify that this AD:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866,
(2) Is not a ``significant rule'' under DOT Regulatory Policies and
Procedures (44 FR 11034, February 26, 1979),
(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 removing airworthiness directive (AD)
2010-20-07, Amendment 39-16441 (75 FR 59067, September 27, 2010), and
adding the following new AD:
2012-09-09 International Aero Engines AG: Amendment 39-17044; Docket
No. FAA-2009-1100, Directorate Identifier 2009-NE-37-AD.
(a) Effective Date
This airworthiness directive (AD) is effective June 27, 2012.
(b) Affected ADs
This AD supersedes AD 2010-20-07, Amendment 39-16441 (75 FR
59067, September 27, 2010).
(c) Applicability
This AD applies to:
(1) All International Aero Engines AG (IAE) V2500-A1 turbofan
engines; and
(2) All IAE V2525-D5 and V2528-D5 turbofan engines; and
(3) IAE V2522-A5, V2524-A5, V2527-A5, V2527E-A5, V2527M-A5,
V2530-A5, and V2533-A5 turbofan engines with serial numbers (S/Ns)
up to and including V13181, and with S/Ns from V15000 up to and
including V15245.
(d) Unsafe Condition
This AD results from reports of 50 additional high-pressure
compressor (HPC) stage 3 to 8 drums found cracked since AD 2010-20-
07 was issued. We are issuing this AD to prevent failure of the HPC
stage 3 to 8 drum, uncontained engine failure, and damage to the
airplane.
(e) Compliance
You are responsible for having the actions required by this AD
performed within the compliance times specified unless the actions
have already been done.
(f) Initial Ultrasonic Inspections (USIs) of the HPC Stage 3 to 8
Drum--``Group A''
For IAE V2500-A1, V2522-A5, V2524-A5, V2527-A5, V2527E-A5,
V2527M-A5, V2530-A5, and V2533-A5 turbofan engines with S/Ns in
``Group A'' in paragraph 1.A. in IAE Non-Modification Service
Bulletin (NMSB) No. V2500-ENG-72-0615, Revision 3, dated September
20, 2011, perform an initial USI of the HPC stage 3 to 8 drum before
accumulating 5,000 cycles-since-new (CSN) or within 500 cycles from
the effective date of this AD, whichever occurs later, as follows:
(1) For IAE V2500-A1 turbofan engines:
(i) For on-wing inspections of the outer diameter, perform an
initial USI using IAE NMSB No. V2500-ENG-72-0615, Revision 3, dated
September 20, 2011, Accomplishment Instructions, paragraph 3,
sections E, G(1) through G(5), I, and J.
(ii) For on-wing inspections of the inner diameter, perform an
initial USI using IAE NMSB No. V2500-ENG-72-0615, Revision 3, dated
September 20, 2011, Accomplishment Instructions, paragraph 3,
sections L, N(1) through N(5), P(1), and Q.
(iii) For shop inspections of the outer diameter, perform an
initial USI using IAE NMSB No. V2500-ENG-72-0615, Revision 3, dated
September 20, 2011, Accomplishment Instructions, paragraph 3,
sections AU, AW(1) through AW(5), AY, and AZ.
(iv) For shop inspections of the inner diameter, perform an
initial USI using IAE NMSB No. V2500-ENG-72-0615, Revision 3, dated
September 20, 2011, Accomplishment Instructions, paragraph 3,
sections BB, BD(1) through BD(5), BF(1), and BG.
(v) Any liner loss which results in lifting of the USI probe
from the liner will need to be repaired in order to perform an
acceptable inspection. Liner loss found under the intended path of
the USI probe must be smaller than the head of the probe.
(2) For V2522-A5, V2524-A5, V2527-A5, V2527E-A5, V2527M-A5,
V2530-A5, and V2533-A5 turbofan engines:
(i) For on-wing inspections of the outer diameter, perform an
initial USI using IAE NMSB No. V2500-ENG-72-0615, Revision 3, dated
September 20, 2011, Accomplishment Instructions, paragraph 3,
sections Z, AB(1) through AB(5), AD, and AE.
(ii) For on-wing inspections of the inner diameter, perform an
initial USI using IAE NMSB No. V2500-ENG-72-0615, Revision 3, dated
September 20, 2011, Accomplishment Instructions, paragraph 3,
sections AG, AI(1) through AI(5), AK(1), and AL.
(iii) For shop inspections of the outer diameter, perform an
initial USI using IAE NMSB No. V2500-ENG-72-0615, Revision 3, dated
September 20, 2011, Accomplishment Instructions, paragraph 3,
sections BO, BQ(1) through BQ(5), BS, and BT.
(iv) For shop inspections of the inner diameter, perform an
initial USI using IAE NMSB No. V2500-ENG-72-0615, Revision 3, dated
September 20, 2011, Accomplishment Instructions, paragraph 3,
sections BV, BX(1) through BX(5), BZ(1), and CA.
(v) Any liner loss which results in lifting of the USI probe
from the liner will need to be repaired in order to perform an
acceptable inspection. Liner loss found under the intended path of
the USI probe must be smaller than the head of the probe.
(g) Initial USIs of the HPC Stage 3 to 8 Drum--``Group B''
For IAE V2500-A1, V2522-A5, V2524-A5, V2527-A5, V2527E-A5,
V2527M-A5, V2530-A5, and V2533-A5 Turbofan Engines with S/Ns in
``Group B'' in Paragraph 1.A. in IAE NMSB No. V2500-ENG-72-0615,
Revision 3, dated September 20, 2011, perform an initial USI of the
HPC stage 3 to 8 drum before accumulating 12,500 CSN or within 500
cycles from the effective date of this AD, whichever occurs later,
not to exceed 13,700 CSN, as follows:
(1) For IAE V2500-A1 turbofan engines:
[[Page 30375]]
(i) For on-wing inspections of the outer diameter, perform an
initial USI using IAE NMSB No. V2500-ENG-72-0615, Revision 3, dated
September 20, 2011, Accomplishment Instructions, paragraph 3,
sections E, G(1) through G(5), I, and J.
(ii) For on-wing inspections of the inner diameter, perform an
initial USI using IAE NMSB No. V2500-ENG-72-0615, Revision 3, dated
September 20, 2011, Accomplishment Instructions, paragraph 3,
sections L, N(1) through N(5), P(1), and Q.
(iii) For shop inspections of the outer diameter, perform an
initial USI using IAE NMSB No. V2500-ENG-72-0615, Revision 3, dated
September 20, 2011, Accomplishment Instructions, paragraph 3,
sections AU, AW(1) through AW(5), AY, and AZ.
(iv) For shop inspections of the inner diameter, perform an
initial USI using IAE NMSB No. V2500-ENG-72-0615, Revision 3, dated
September 20, 2011, Accomplishment Instructions, paragraph 3,
sections BB, BD(1) through BD(5), BF(1), and BG.
(v) Any liner loss which results in lifting of the USI probe
from the liner will need to be repaired in order to perform an
acceptable inspection. Liner loss found under the intended path of
the USI probe must be smaller than the head of the probe.
(2) For V2522-A5, V2524-A5, V2527-A5, V2527E-A5, V2527M-A5,
V2530-A5, and V2533-A5 turbofan engines:
(i) For on-wing inspections of the outer diameter, perform an
initial USI using IAE NMSB No. V2500-ENG-72-0615, Revision 3, dated
September 20, 2011, Accomplishment Instructions, paragraph 3,
sections Z, AB(1) through AB(5), AD, and AE.
(ii) For on-wing inspections of the inner diameter, perform an
initial USI using IAE NMSB No. V2500-ENG-72-0615, Revision 3, dated
September 20, 2011, Accomplishment Instructions, paragraph 3,
sections AG, AI(1) through AI(5), AK(1), and AL.
(iii) For shop inspections of the outer diameter, perform an
initial USI using IAE NMSB No. V2500-ENG-72-0615, Revision 3, dated
September 20, 2011, Accomplishment Instructions, paragraph 3,
sections BO, BQ(1) through BQ(5), BS, and BT.
(iv) For shop inspections of the inner diameter, perform an
initial USI using IAE NMSB No. V2500-ENG-72-0615, Revision 3, dated
September 20, 2011, Accomplishment Instructions, paragraph 3,
sections BV, BX(1) through BX(5), BZ(1), and CA.
(v) Any liner loss which results in lifting of the USI probe
from the liner will need to be repaired in order to perform an
acceptable inspection. Liner loss found under the intended path of
the USI probe must be smaller than the head of the probe.
(h) Initial USIs for All IAE V2525-D5 and V2528-D5 Turbofan Engines
(1) For all IAE V2525-D5 and V2528-D5 turbofan engines, perform
an initial USI of the HPC stage 3 to 8 drum before accumulating
12,500 CSN or within 500 cycles from the effective date of this AD,
whichever occurs later, not to exceed 13,700 CSN.
(i) For on-wing inspections of the outer diameter, perform an
initial USI using IAE NMSB No. V2500-ENG-72-0608, Revision 3, dated
September 20, 2011, Accomplishment Instructions, paragraph 3,
sections E, G(1) through G(5), I, and J.
(ii) For on-wing inspections of the inner diameter, perform an
initial USI using IAENMSB No. V2500-ENG-72-0608, Revision 3, dated
September 20, 2011, Accomplishment Instructions, paragraph 3,
sections L, N(1) through N(5), P(1), and Q.
(iii) For shop inspections of the outer diameter, perform an
initial USI using IAE NMSB No. V2500-ENG-72-0608, Revision 3, dated
September 20, 2011, Accomplishment Instructions, paragraph 3,
sections Z, AB(1) through AB(5), AD, and AE.
(iv) For shop inspections of the inner diameter, perform an
initial USI using IAE NMSB No. V2500-ENG-72-0608, Revision 3, dated
September 20, 2011, Accomplishment Instructions, paragraph 3,
sections AG, AI(1) through AI(5), AK(1), and AL.
(v) Any liner loss which results in lifting of the USI probe
from the liner will need to be repaired in order to perform an
acceptable inspection. Liner loss found under the intended path of
the USI probe must be smaller than the head of the probe.
(i) Removal of All Fully Silver Plated Nuts
(1) At the next piece part exposure of the HPC stage 3 to 8 drum
after the effective date of this AD, but no later than 8 years from
the effective date of this AD, do the following before returning any
HPC stage 3 to 8 drum to service:
(i) Remove from service all fully silver plated nuts, part
number AS44862 or equivalent that attach the HPC stage 3 to 8 drum
to the HPC stage 9 to 12 drum.
(ii) Remove the silver residue from the HPC stage 3 to 8 drum.
You can find guidance to remove the silver residue of the HPC stage
3 to 8 drum in IAE NMSB No. V2500-ENG-72-0601, Revision 2, dated
April 12, 2010, or in IAE engine manual task 72-41-11-110-001.
(2) Perform an inspection using one of the following methods:
(i) Fluorescent penetrant inspect (FPI) the HPC stage 3 to 8
drum for cracks, and remove from service any drum found cracked. You
can find guidance on performing an FPI of the HPC stage 3 to 8 drum
in IAE engine manual task 72-41-11-200-001.
(ii) Eddy current inspect (ECI) the HPC stage 3 to 8 drum for
cracks, using IAE NMSB No. V2500-ENG-72-0625, dated September 20,
2011, and remove from service any drum found cracked.
(3) If cracks or crack indications are identified, remove the
drum from service before further flight.
(4) Accomplishing paragraphs (i)(1) and (i)(2) of this AD before
the inspection criteria requirements of paragraphs (f), (g) or (h)
of this AD, may be substituted for the initial USI requirement of
paragraphs (f), (g) or (h) of this AD.
(j) Repetitive USIs of the HPC Stage 3 to 8 Drum
Perform repetitive USIs of the HPC stage 3 to 8 drum for cracks
in accordance with paragraphs (f)(1), (f)(2), (g)(1), (g)(2), or
(h)(1) of this AD as applicable, as follows:
(1) Within every 750 cycles-since-last USI; or
(2) Within 2,500 cycles-since-last FPI; or
(3) Within 13,000 cycles-since-last ECI, whichever occurs
latest.
(k) Definition
For the purpose of this AD, piece-part exposure is removal of
the HPC stage 3 to 8 drum from the engine, removal of all blades
from the drum, and separation of the HPC stage 3 to 8 drum from the
stage 9 to 12 drum.
(l) Credit for Previous Actions
(1) If you performed a USI before the effective date of this AD
using the following IAE NMSB's, you met the requirements of this AD:
(i) IAE NMSB No. V2500-ENG-72-0594, Revision 3, dated August 7,
2009, or Revision 4, dated October 13, 2009; or Revision 5, dated
November 23, 2009; or Revision 6, dated April 12, 2010.
(ii) IAE NMSB No. V2500-ENG-72-0603, Initial Issue, dated
November 24 2009; or Revision 1, dated December 18, 2009; or
Revision 2, dated March 17, 2010.
(iii) IAE NMSB No. V2500-ENG-72-0608, Initial Issue, dated May
5, 2010; Revision 1, dated August 6, 2010; or Revision 2, dated
January 4, 2011.
(iv) IAE NMSB No. V2500-ENG-72-0615, Initial Issue, dated July
19, 2010; Revision 1, dated August 2, 2010; or Revision 2, dated
November 24, 2010.
(m) Alternative Methods of Compliance (AMOCs)
The Manager, Engine Certification Office, may approve AMOCs for
this AD. Use the procedures found in 14 CFR 39.19 to make your
request.
(n) 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) Guidance on removing the silver residue of the HPC stage 3
to 8 drum may be found in International Aero Engines Service
Bulletin No. V2500-ENG-72-0601, Revision 2, dated April 12, 2010,
and in IAE engine manual task 72-41-11-110-001.
(o) Material Incorporated by Reference
(1) The Director of the Federal Register approved the
incorporation by reference (IBR) of the following service
information under 5 U.S.C. 552(a) and 1 CFR part 51.
(2) You must use the following service information to do the
actions required by this AD, unless the AD specifies otherwise.
(i) International Aero Engines Non-Modification Service Bulletin
No. V2500-ENG-72-0608, Revision 3, dated September 20, 2011.
(ii) International Aero Engines Non-Modification Service
Bulletin No. V2500-ENG-72-0615, Revision 3, dated September 20,
2011.
(iii) International Aero Engines Non-Modification Service
Bulletin No. V2500-ENG-72-0625, dated September 20, 2011.
[[Page 30376]]
(3) 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.
(4) You may review copies of the service information at the FAA,
Engine & Propeller Directorate, 12 New England Executive Park,
Burlington, MA. For information on the availability of this material
at the FAA, call 781-238-7125.
(5) 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 NARA, call 202-741-6030, or go to: https://www.archives.gov/federal-register/cfr/ibr_locations.html.
Issued in Burlington, Massachusetts, on May 2, 2012.
Peter A. White,
Manager, Engine & Propeller Directorate, Aircraft Certification
Service.
[FR Doc. 2012-12329 Filed 5-22-12; 8:45 am]
BILLING CODE 4910-13-P
