Airworthiness Directives; International Aero Engines AG Turbofan Engines, 30138-30144 [2015-12068]
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30138
Federal Register / Vol. 80, No. 101 / Wednesday, May 27, 2015 / Rules and Regulations
(c) Applicability
This AD applies to Slingsby Aviation Ltd.
Models T67M260 and T67M260–T3A
airplanes, all serial numbers, certificated in
any category.
(d) Subject
Air Transport Association of America
(ATA) Code 27: Flight Controls.
(e) Reason
This AD was prompted by mandatory
continuing airworthiness information (MCAI)
issued by the aviation authority of another
country to identify and correct an unsafe
condition on an aviation product. The MCAI
describes the unsafe condition as failure of a
brake master cylinder pivot pin. We are
issuing this AD to prevent failure of a brake
master cylinder pivot pin, which could cause
the rudder pedal mechanism to detach from
the brake master cylinder. This failure could
result in jammed rudder controls and
consequent loss of control.
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(f) Actions and Compliance
Unless already done, do the actions in
paragraphs (f)(1) and (f)(2) of this AD.
(1) Before further flight after June 16, 2015
(the effective date of this AD) and repetitively
thereafter every 300 hours time-in-service or
12 months, whichever occurs first, inspect
the brake master cylinder pivot pins, part
number T67M–45–539, installed on rudder
pedal assemblies #1 and #4. Do the
inspections following the Accomplishment
Instructions in Marshall Aerospace and
Defence Group Service Bulletin SBM 200,
Revision 1, dated April 2015. This AD does
not require the retention and reporting
requirements of paragraph (2) of F.
COMPLETION in the Accomplishment
Instructions of this service bulletin.
(2) If, during any inspection required in
paragraph (f)(1) of this AD, any crack or
distortion to a brake master cylinder pivot
pin is found, or a pivot pin fails the
dimensional check, before further flight,
replace the affected pivot pin with a
serviceable part. Do the replacement as
specified in paragraph C.(1)(j) of the
Inspection section of the Accomplishment
Instructions in Marshall Aerospace and
Defence Group Service Bulletin SBM 200,
Revision 1, dated April 2015. After doing this
replacement, continue with the repetitive
inspection requirement in paragraph (f)(1) of
this AD.
(g) Other FAA AD Provisions
The following provisions also apply to this
AD:
(1) Alternative Methods of Compliance
(AMOCs): The Manager, Standards Office,
FAA, has the authority to approve AMOCs
for this AD, if requested using the procedures
found in 14 CFR 39.19. Send information to
ATTN: Jim Rutherford, Aerospace Engineer,
FAA, Small Airplane Directorate, 901 Locust,
Room 301, Kansas City, Missouri 64106;
telephone: (816) 329–4165; fax: (816) 329–
4090; email: jim.rutherford@faa.gov. Before
using any approved AMOC on any airplane
to which the AMOC applies, notify your
appropriate principal inspector (PI) in the
FAA Flight Standards District Office (FSDO),
or lacking a PI, your local FSDO.
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(2) Airworthy Product: For any
requirement in this AD to obtain corrective
actions from a manufacturer or other source,
use these actions if they are FAA-approved.
Corrective actions are considered FAAapproved if they are approved by the State
of Design Authority (or their delegated
agent). You are required to assure the product
is airworthy before it is returned to service.
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2009–1100; Directorate
Identifier 2009–NE–37–AD; Amendment 39–
18159; AD 2015–10–04]
RIN 2120–AA64
(h) Related Information
Refer to MCAI European Aviation Safety
Agency (EASA) AD No.: 2015–0065–E, dated
April 24, 2015, for related information. You
may examine the MCAI on the Internet at
https://www.regulations.gov by searching for
and locating Docket No. FAA–2015–1737.
Airworthiness Directives; International
Aero Engines AG Turbofan Engines
(i) Material Incorporated by Reference
SUMMARY:
(1) The Director of the Federal Register
approved the incorporation by reference
(IBR) of the service information listed in this
paragraph under 5 U.S.C. 552(a) and 1 CFR
part 51.
(2) You must use this service information
as applicable to do the actions required by
this AD, unless the AD specifies otherwise.
(i) Marshall Aerospace and Defence Group
Service Bulletin SBM 200, Revision 1, dated
April 2015.
Note 1 to paragraph (i)(2)(i): The
transmittal letter for Marshall Aerospace and
Defence Group SBM 200, Revision 1, dated
April 2015, incorrectly states it transmits the
Initial Issue; page 1 is dated April 2015;
pages 2 through 8 are dated March 2015.
(ii) Reserved.
(3) For Slingsby Aviation Ltd. service
information identified in this AD, contact
Marshall Aerospace and Defence Group, The
Airport, Newmarket Road, Cambridge, CB5
8RX, UK; telephone: +44 (0) 1223 399856;
fax: +44 (0) 7825365617; email: mark.bright@
marshalladg.com; Internet:
www.marshalladg.com.
(4) You may view this service information
at the FAA, Small Airplane Directorate, 901
Locust, Kansas City, Missouri 64106. For
information on the availability of this
material at the FAA, call (816) 329–4148. It
is also available on the Internet at https://
www.regulations.gov by searching for
locating Docket No. FAA–2015–1737.
(5) You may view this 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/ibrlocations.html.
Issued in Kansas City, Missouri, on May
18, 2015.
Earl Lawrence,
Manager, Small Airplane Directorate, Aircraft
Certification Service.
[FR Doc. 2015–12448 Filed 5–26–15; 8:45 am]
BILLING CODE 4910–13–P
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Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
We are superseding
Airworthiness Directive (AD) 2012–09–
09 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. AD 2012–09–09
required cleaning, eddy current
inspection (ECI) or fluorescent penetrant
inspection (FPI), and initial and
repetitive ultrasonic inspections (USIs)
of certain high-pressure compressor
(HPC) stage 3 to 8 drums, as well as
replacement of the drum attachment
nuts. This new AD expands the affected
population for initial and repetitive
USIs of the HPC stage 3 to 8 drum,
revises the inspection intervals, requires
performing ECI or FPI, requires removal
of the affected attachment nuts and any
HPC stage 3 to 8 drum found cracked,
and adds a mandatory terminating
action. This AD was prompted by the
discovery that additional attachment
nuts for certain HPC stage 3 to 8 drums
are affected. We are issuing this AD to
prevent failure of the HPC stage 3 to 8
drum, which could result in
uncontained drum failure, damage to
the engine, and damage to the airplane.
DATES: This AD is effective July 1, 2015.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in this AD
as of July 1, 2015.
ADDRESSES: For service information
identified in this AD, contact
International Aero Engines AG, 400
Main Street, East Hartford, CT 06118;
phone: 860–368–3700; fax: 860–368–
4600; email: iaeinfo@iaev2500.com;
Internet: https://www.iaeworld.com.
You may view this 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. It is also
available on the Internet at https://
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www.regulations.gov by searching for
and locating Docket No. FAA–2009–
1100
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Examining the AD Docket
You may examine the AD docket on
the Internet at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2009–
1100; 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:
Martin Adler, Aerospace Engineer,
Engine Certification Office, FAA, Engine
& Propeller Directorate, 12 New England
Executive Park, Burlington, MA 01803;
phone: 781–238–7157; fax: 781–238–
7199; email: martin.adler@faa.gov.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to supersede AD 2012–09–09,
Amendment 39–17044 (77 FR 30371,
May 23, 2012), (‘‘AD 2012–09–09’’). AD
2012–09–09 applied to all IAE V2500–
A1, V2525–D5, and V2528–D5 turbofan
engines, and certain S/Ns of IAE V2522–
A5, V2524–A5, V2527–A5, V2527E–A5,
V2527M–A5, V2530–A5, and V2533–A5
turbofan engines. The NPRM published
in the Federal Register on December 24,
2014 (79 FR 77411). The NPRM was
prompted by the discovery that partially
silver-plated nuts for certain HPC stage
3 to 8 drums cause the drum to corrode
and crack. The NPRM proposed to
perform ECI or FPI, and initial and
repetitive USIs of certain HPC stage 3 to
8 drums. The NPRM also proposed to
expand the affected population for
initial and repetitive USIs of the HPC
stage 3 to 8 drum, revise the inspection
intervals, require removal of the affected
attachment nuts and any HPC stage 3 to
8 drum found cracked, and add a
mandatory terminating action. We are
issuing this AD to prevent failure of the
HPC stage 3 to 8 drum, which could
result in uncontained drum failure,
damage to the engine, and damage to the
airplane.
Comments
We gave the public the opportunity to
participate in developing this AD. The
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following presents the comments
received on the NPRM (79 FR 77411,
December 24, 2014) and the FAA’s
response to each comment.
Request To Change Compliance
Paragraph
One commenter requested that
paragraph (f)(3) of the NPRM (79 FR
77411, December 24, 2014) be changed
from ‘‘If you inspect the HPC stage 3–
8 drum at shop visit . . .’’ to ‘‘If you
have previously inspected the HPC stage
3–8 drum at piece-part exposure as
shown in the Grace Periods Table for
each compliance group listed in
paragraph 1.E. in IAE Alert NonModification Service Bulletin (NMSB)
No. V2500–ENG–72–A0615, Revision 6,
dated September 4, 2014.’’ The
justification for this comment is that the
AD wording is not clear enough for the
actual work performed.
We partially agree. We agree with
referring to piece-part exposure instead
of shop visit. We disagree with
referencing the service bulletin (SB)
because the AD wording is otherwise
clear in its reference to the Grace
Periods Table for each compliance
group. We changed paragraph (f)(3) of
this final rule by changing ‘‘at shop
visit’’ to ‘‘at piece-part exposure.’’
Request for Paragraph Clarification
The same commenter suggested
adding engine manual (EM) Task No. or
SB reference to paragraphs (g)(2),
(g)(3)(i), and (g)(3)(ii) because these
paragraphs do not provide the specific
method to perform the stated
requirements.
We do not agree. The SB and EM tasks
for these operations are not mandated.
Therefore, they are referenced in the
Related Information section of the AD.
We did not change the AD.
Request To Clarify Terminating Action
Lufthansa, United Airlines (UA), and
another commenter, asked that the AD
be clarified that if the terminating
actions were performed prior to the
effective date of the AD, credit may be
taken and no further action would be
required. The commenter’s justification
is that the AD should be clear that if the
parts are installed prior to effective date
of the AD, the parts installation should
be considered as terminating action.
We do not agree because paragraph
(e), Compliance, states to perform the
requirements of the AD ‘‘unless already
done.’’ This statement applies to all
requirements of the AD including the
terminating action. No additional
clarification is needed. We did not
change the AD.
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Request To Change Compliance Time
An anonymous commenter requested
that repetitive inspections not start until
after the threshold for the initial
inspection has been reached. The
justification for this request is that many
unnecessary extra inspections would
have to be performed if the initial
inspection is performed early, and the
AD requires repeat inspections to follow
immediately.
We agree. This final rule was changed
as follows: Paragraphs (f)(1) and (f)(2)
were changed from ‘‘. . . of the last
USI.’’ to ‘‘. . . of the last USI after the
initial inspection required by paragraph
(e) of this AD.’’
Agreement With Proposed AD
The Boeing Company agreed with the
NPRM (79 FR 77411, December 24,
2014) as written.
Request Change to Costs of Compliance
Lufthansa and Wizz Air stated that
the terminating action will result in
many unplanned extra shop visits to
remove parts. The cost analysis does not
include the cost associated with these
extra shop visits.
We do not agree. The Costs of
Compliance in the AD includes prorated
part costs based on early removal of
parts. Our cost calculations do not
include costs associated with engine
removal, down time, or scheduling. We
did not change the AD.
Request To Include Revision and Date
Information for Service Information
Lufthansa and IAE requested that
service information include revision
and date information. They suggested
that the service information does not list
the latest revision information or, in
some cases, any revision information at
all.
We partially agree. We agree that the
SB references should reflect the latest
revision. We disagree with adding the
revision and/or date to all instances of
SBs referenced in the Related
Information paragraph because the
revision date is listed on the first
instance of each SB referenced in the
paragraph. We changed the Related
Information paragraph by changing the
date of IAE NMSB No. V2500–ENG–72–
0625 to October 8, 2014.
Request To Change Applicability
Lufthansa stated that the compliance
categories (applicability) are based on
engine serial number. The commenter
suggested defining the categories based
on drum serial number rather than
engine serial number because the
inspection times and intervals should be
based on the drum history. The correct
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inspection times and intervals may not
be utilized for the affected drums if a
drum moves from one engine to another.
We do not agree. We evaluated use of
drum serial numbers versus engine
serial numbers and chose engine serial
numbers based on the increased
complexity associated with tracking
drum serial numbers. It was also noted
that it is more likely that an engine, as
opposed to an individual used drum,
would be moved. The engine groups in
the AD reflect the unsafe condition as it
exists today. If the engine distributions
change significantly in the future, we
would consider additional rulemaking.
We did not change the AD.
Request To Change Service Information
Rolls Royce plc proposed that
revision 6 of IAE Alert NMSB No.
V2500–ENG–72–0615 be quoted in the
AD, and that all references to it,
including engine groups affected, be
aligned to this latest revision. The
justification for this request is that the
current AD references IAE NMSB No.
V2500–ENG–72–0615, Revision 3. This
NMSB is now at revision 6.
We do not agree because the AD
already references Revision 6 of IAE
Alert NMSB No.V2500–ENG–72–A0615.
We did not change the AD.
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Request Clarification of Material
Incorporated by Reference
UA and Delta Airlines requested
clarification of whether IAE NMSB No.
V2500–ENG–72–0638 is considered
incorporated by reference. This AD will
incorporate by reference IAE Alert
NMSB No. V2500–ENG 72–0615,
Revision 6, dated September 4, 2014,
which refers to IAE NMSB No. V2500–
ENG–72–0638 for instructions on
performing the USI. IAE NMSB No.
V2500–ENG–72–0638 contains
instructions and procedures that do not
affect failure mode detection,
prevention or elimination of the unsafe
condition identified in the NPRM (79
FR 77411, December 24, 2014) and
should not be mandated by the AD.
We agree that IAE Alert NMSB
No.V2500–ENG–72–0638 should not be
incorporated by reference. We changed
the AD to remove the requirement to use
IAE NMSB No. V2500–ENG–72–0638.
We also added a new paragraph (g) to
this AD that provides specific
information from IAE NMSB No.
V2500–ENG–72–0638 to perform the
USI.
Request Change to Relevant Service
Information
UA and Delta Airlines requested that
IAE NMSB No. V2500–ENG–72–0638 be
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added to the Relevant Service
Information paragraph.
We partially agree. We do not agree
with adding IAE NMSB No. V2500–
ENG–72–0638 to the Relevant Service
Information paragraph because that
paragraph is not in the final rule. We
agree that the service information
should be included in the AD,
elsewhere. We added IAE NMSB No.
V2500–ENG–72–0638 to the Related
Information paragraph.
V2500–ENG–72–0638 in paragraph (e)
of this AD.
Request Clarification of Compliance
Time
Request Clarification of Compliance
Time
UA commented that some grace
periods in AD 2012–09–09 are different
from the NPRM (79 FR 77411, December
24, 2014). UA requested clarification
that the older compliance times in AD
2012–09–09 are no longer applicable or
available and let ‘‘Credit for Previous
Actions’’ allow the longer compliance
times of the NPRM. The clarification
was requested since, for compliance
intervals that have been shortened, the
commenter can see no way to address
those engines, particularly if the engine
has already exceeded the shortened
interval. For intervals that have been
extended, inspection intervals can
easily be extended to agree.
We do not agree. AD 2012–09–09 is
being superseded by this AD; therefore,
the previous compliance times are
inapplicable after the effective date of
this AD. This final rule allows 200
cycles after the effective date of the AD
to perform the initial USI if the cycles
since new threshold has been passed. If
the cyclic interval allowed by this AD
for the next USI based on the last part
inspection has been surpassed, then the
initial inspection requirements would
apply. This means you must inspect
within 200 cycles after the effective date
of this AD. We did not change the AD.
UA and LATAM Airlines requested
clarification on the difference between
the AD and SB terminating actions for
compliance time to incorporate
terminating action. The AD requires
accomplishment within 9,450 cycles
after the effective date of the AD, while
the SB requires accomplishment by
December 31, 2021. The commenter said
shop visits were planned based on the
end date in the SB. The AD limit of
9,450 cycles will force engines off wing
earlier than planned.
We do not agree. The cycle limit in
the AD represents fleet average
utilization up to the SB ‘accomplish by’
date. We did not change the AD.
Request Clarification for Terminating
Action
UA requested clarification that
inspections are not required after the
terminating action has been performed.
UA suggested that this clarification was
required because the SB Grace Periods
Tables include timing for any drum
fitted with non-silver nuts. It is not
explicit that the table does not apply to
a new drum with non-silver nuts.
We do not agree. Terminating action
means that no further action is required.
Therefore, the AD does not require any
additional inspections after the
terminating action has been
accomplished. We did not change the
AD.
Request Deletion of Service Information
UA identified that IAE NMSB No.
V2500–ENG–72–0638, Part B paragraph
(3)Y.(3) states that an engine be rejected
if staining and/or cracking of the
ceramic liner is found. This requirement
should not be mandated because this
concern was addressed in AD 2012–09–
09 which was superseded. The FAA
agreed that there was not clear
acceptance criteria to mandate engine
rejection based on staining and axial
cracking of the HPC stage 7 to 8 drum
ceramic liner.
We agree. We changed this final rule
by deleting reference to IAE NMSB No.
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Request To Include a Ferry Flight
UA requested that the AD be changed
to allow a one-cycle ferry flight. No
justification was given.
We do not agree. Per 14 CFR 39.23, an
AD only addresses ferry flights if they
are prohibited. We did not prohibit ferry
flights in this AD. We did not change
the AD.
Request To Change Service Information
UA stated that the USI procedures, as
defined in IAE NMSB No. V2500–ENG–
72–0638, which lift the probe off the
surface of the drum, should not be
mandated. The USI procedures, in IAE
NMSB No. V2500–ENG–72–0638, use a
‘‘clamp’’ added to the USI probe to lift
the probe off of the drum. This
procedure relies on couplant to fill the
gaps to the drum and any missing drum
coatings. UA is not confident that
accurate measurements can be
consistently achieved using this
procedure, especially in areas that have
been repaired.
We partially agree. We agree that the
USI procedures in IAE NMSB No.
V2500–ENG–72–0638, and those
referenced in superseded AD 2012–09–
09, are valid methods of inspection. We
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disagree that the procedure in IAE
NMSB No. V2500–ENG–72–0638 would
not provide accurate measurements. We
changed this AD by removing IAE
NMSB No. V2500–ENG–72–0638 and
adding a paragraph that provides
specific information to perform the USI.
Request To Change Service Information
Jetstar Group Airways requested that
allowance for future SB revisions be
included in the AD.
We do not agree. We cannot mandate
documents which do not yet exist. We
did not change the AD.
Request To Change the Applicability
Jetstar Group Airways requested that
the applicability for V2500–A5 engines
be revised to exclude Engine Serial
Number (ESN) V16660 and higher as the
introduction of the terminating action
configuration began with ESN V16660
based on the applicability of IAE SB
V2500–ENG–72–0632 that introduced
silver free nuts.
We do not agree. The AD applicability
is correct. The applicability defined in
IAE SB V2500–ENG–72–0632 does not
reflect actual part installations. We did
not change the AD.
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Request To Allow Repetitive
Inspections
Lufthansa, Jetstar Group Airways,
Wizz Air, and MTU Maintenance (MTU)
requested to remove ‘‘within 9,450
cycles after the effective date of the AD’’
for terminating action and allow
unlimited USI. The commenters pointed
out that the unsafe condition results
from a corrosive operating environment,
and the amount of corrosion varies with
time and location. The commenters also
pointed to the lack of data to support a
calendar end date of 2021, and that the
hard time for part removals will drive
younger parts off wing early, with no
additional benefits to safety. Finally, the
commenters offered that if the USI and
the ECI provide sufficient safety against
an uncontained failure, this should also
be the case after 9,450 flight cycles (FC).
Additionally, the overall risk in the fleet
will decrease due to the number of
planned shop visits.
We do not agree. The ongoing
repetitive inspections do not provide
sufficient safety by themselves and are
considered interim actions. The
previous ADs did not include an end
date because no terminating action was
available. This AD includes mandatory
terminating action that completely
removes the noted unsafe condition and
restores an acceptable level of safety.
We did not change the AD.
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Request To Change Terminating Action
Wizz Air, Lufthansa, and Delta
Airlines requested the compliance time
for terminating action be changed from
‘‘9,450 FC after the effective date of the
AD’’ to ‘‘at next piece-part exposure.’’
This will eliminate extra shop visits
solely for drum replacement.
We do not agree. This change would
significantly increase the need for spare
parts in the near term, which cannot be
supported by industry at this time. We
did not change the AD.
Request To Change Compliance
IAE requested that the Compliance
phrase ‘‘If cracks are found . . .’’ be
changed to ‘‘if crack indications or
inspection rejections are found . . .’’.
The reason for this request is that FPI,
USI, and ECI only indicate a crack may
be present. Cracks typically can only be
confirmed via lab destructive testing.
We do not agree. If a part fails the
inspection it is assumed to be cracked.
No additional testing is requested or
required to prove a crack exists. We did
not change the AD.
Request To Change Compliance
IAE and MTU requested that ‘‘cycles
since new’’ (CSN) refer to cycles on the
specific drum and not engine cycles
since new. If drums are replaced, there
could be confusion on when a part must
be inspected.
We agree. We changed paragraphs
(e)(1) through (e)(5) from ‘‘within 200
cycles of accumulating xxxx CSN’’ to
‘‘within 200 cycles of the drum
accumulating xxxx cycles.’’
Request To Change Compliance Time
IAE and MTU requested an end date
of December 31, 2025 be added to the
compliance time in addition to the
existing cycle limit. This request was
justified because low utilization
operators will not be required to
upgrade their engines until well beyond
2040 with only the cycle limit. IAE is
concerned that after the larger operators
have completed the upgrades to their
fleets, the expertise and equipment
required to perform the required
inspections will no longer be available.
We agree. We changed the Mandatory
Terminating Action paragraph to
include an end date of December 31,
2025.
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Previous Actions’’ paragraph because
these SB revisions do not require
complete inspection of the drum
circumference in areas of liner loss.
Incomplete inspections are not effective
at detecting cracks and compromises
safety.
We agree. We removed IAE NMSB No.
V2500–ENG–72–0594, IAE NMSB No.
V2500–ENG–72–0603, IAE NMSB No.
V2500–ENG–72–0608, Revision 2 and
earlier, and IAE NMSB No.V2500–ENG–
72–A0615, Revision 2 and earlier, from
the Credit for Previous Actions
paragraph.
Request To Simplify Compliance
Delta Airlines commented that the
compliance plan as proposed in the
NPRM (79 FR 77411, December 24,
2014), is too complicated. Delta said
that it requires: (1) Knowledge of where
the HPC 3-8 drum(s) have operated by
flight number for the V2500–A1 and
V2500–A5 engine models; (2) tracking
the inspections performed at shop level
for the HPC 3-8 drum(s); (3) tracking the
HPC module assembly for the 3-8
drum(s) installed and the configuration
at the last shop visit of the HPC module;
and (4) operators to trace documents of
HPC 3-8 drum(s) that exchanged
between HPC modules and from other
operators. Without those trace
documents, operators will be forced to
obtain new HPC 3-8 drum(s) to prevent
recontamination of their respective
fleets.
We do not agree. The changes we
proposed in this AD, expanding the
population, changing the inspection
interval, etc., are not complex changes
to the compliance program. We also
evaluated the original compliance
program requirements. We did not
conclude that they were so complex that
operators would find them difficult to
understand, particularly since the
information needed to comply with the
AD is available in operator records. We
did not change the AD.
Request Clarification of Service
Information
Delta Airlines stated that IAE Alert
NMSB No. V2500–ENG–72–A0615,
Revision 6, has lists of engine models
and drum part numbers. The SB lists
drum part numbers as associated with
the V2500–D5 engine that are not
approved for installation on the V2500–
Request Change To Credit for Previous
D5 engine. The SB could be
Actions Paragraph
misinterpreted as allowing use of part
IAE requested that IAE NMSBs No.
numbers on the V2500–D5 engine
V2500–ENG–72–0594, No. V2500–ENG– model that have not actually been
72–0603, No. V2500–ENG–72–0608,
approved for use.
We do not agree. The SB separates
Revision 2 and earlier, and No.V2500–
engine applicability into six groups. The
ENG–72–0615, Revision 2 and earlier,
drum part numbers listed for each group
be removed from the ‘‘Credit for
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27MYR1
30142
Federal Register / Vol. 80, No. 101 / Wednesday, May 27, 2015 / Rules and Regulations
represent the possible drum part
numbers for all the noted engine models
listed in the group. These groupings do
not otherwise indicate that part
numbers are interchangeable among the
engine models. The groups that include
V2500–D5 (Group E and group F) also
include other engine models. We did
not change the AD.
Request Clarification of Mandatory
Terminating Action Paragraph
Lufthansa requested clarification of
the Mandatory Terminating Action
paragraph. The commenter stated that
the paragraph directing the installation
of HPC stage 3 to 8 drum is not clear if
the mandatory terminating action is
meant to be a hard-time limit which
requires removal of drums from service
by means of a shop visit. The
commenter suggested that the
terminating action for drum
replacement may be substituted by an
on-wing USI. On-wing USI could occur
after 9,450 FC from the effective date of
this AD until the engine has a shop
visit.
We do not agree. The mandatory
terminating action has a hard-time limit
of 9,450 FC after the effective date of
this AD. The terminating actions must
be performed within this time. The AD
does not give allowance to perform
inspections in place of performing the
terminating actions. We did not change
the AD.
Request To Revise Mandatory
Terminating Action
MTU requested that the mandatory
terminating action be delayed based on
the appropriate inspection grace period
listed in the service information. The
grace period extension would eliminate
extra shop visits for only drum
replacement.
We do not agree. The cyclic intervals
listed in the service information, based
on piece-part inspection, apply to the
threshold for performing the next USI.
The compliance time for completing the
terminating actions is not related to
when or what inspections were
performed. We did not change the AD.
mstockstill on DSK4VPTVN1PROD with RULES
Conclusion
We reviewed the relevant data,
considered the comments received, and
determined that air safety and the
public interest require adopting this AD
with the changes described previously.
We have determined that these minor
changes:
• Are consistent with the intent that
was proposed in the NPRM (79 FR
77411, December 24, 2014) for
correcting the unsafe condition; and
VerDate Sep<11>2014
17:50 May 26, 2015
Jkt 235001
• Do not add any additional burden
upon the public than was already
proposed in the NPRM (79 FR 77411,
December 24, 2014).
We also determined that these
changes will not increase the economic
burden on any operator or increase the
scope of this AD.
Related Service Information Under 1
CFR Part 51
International Aero Engines Alert
NMSB No. V2500–ENG–72–A0615,
Revision 6, dated September 4, 2014.
The NMSB describes procedures for
inspecting the engine front support
pins. This service information is
reasonably available because the
interested parties have access to it
through their normal course of business
or by the means identified in the
ADDRESSES section of this AD.
Costs of Compliance
We estimate that this AD will affect
956 engines installed on airplanes of
U.S. registry. We estimate that it will
take about 3 hours per engine to perform
the USI and about 2 hours per engine to
perform the FPI or ECI of the HPC stage
3 to 8 drum. We also estimate that
removing silver residue from the HPC
stage 3 to 8 drum will cost about $2,600
per engine and a set of silver free nuts
will cost about $1,060 per engine. We
estimate the pro-rated replacement cost
to replace an HPC stage 3 to 8 drum to
be $52,014. Based on these figures, we
estimate the cost of this AD on U.S.
operators to be $53,630,644.
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
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Fmt 4700
Sfmt 4700
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 to the extent that it justifies
making a regulatory distinction, 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
removing Airworthiness Directive (AD)
2012–09–09, Amendment 39–17044 (77
FR 30371, May 23, 2012), and adding
the following new AD:
■
2015–10–04 International Aero Engines
AG: Amendment 39–18159 Docket No.
FAA–2009–1100; Directorate Identifier
2009–NE–37–AD.
(a) Effective Date
This AD is effective July 1, 2015.
(b) Affected ADs
This AD replaces AD 2012–09–09,
Amendment 39–17044 (77 FR 30371, May 23,
2012).
(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) V10001 through V13190, and
V15001 through V16728, excluding V16707.
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Federal Register / Vol. 80, No. 101 / Wednesday, May 27, 2015 / Rules and Regulations
(d) Unsafe Condition
This AD was prompted by the discovery
that additional attachment nuts for certain
high-pressure compressor (HPC) stage 3 to 8
drums cause the drum to corrode and crack.
We are issuing this AD to prevent failure of
the HPC stage 3 to 8 drum, which could
result in uncontained drum failure, damage
to the engine, and damage to the airplane.
(e) Compliance
Comply with this AD within the
compliance times specified, unless already
done. You may use the inspections listed in
paragraph (h)(3) of this AD instead of an
ultrasonic inspection (USI) for the initial
inspection required by paragraphs (e)(1)
through (e)(5). If cracks are found during any
of the inspections required by this AD,
remove the drum from service before further
flight.
(1) Initial USI of the HPC Stage 3 to 8
Drum—Group ‘‘A’’ and Group ‘‘B’’
For IAE V2500–A1 turbofan engines with
S/Ns listed in ‘‘Group A’’ or ‘‘Group B’’ in
paragraph 1.E. in IAE Alert Non-Mandatory
Service Bulletin (NMSB) No. V2500–ENG–
72–A0615, Revision 6, dated September 4,
2014, perform an initial USI of the HPC stage
3 to 8 drum within 200 cycles of the drum
accumulating 8,000 cycles or within 200
cycles from the effective date of this AD,
whichever occurs later.
(2) Initial USI of the HPC Stage 3 to 8
Drum—Group ‘‘C’’
For IAE V2500–A5 turbofan engines with
S/Ns listed in ‘‘Group C’’ in paragraph 1.E.
in IAE Alert NMSB No. V2500–ENG–72–
A0615, Revision 6, dated September 4, 2014,
perform an initial USI of the HPC stage 3 to
8 drum within 200 cycles of the drum
accumulating 6,250 cycles or within 200
cycles from the effective date of this AD,
whichever occurs later.
(3) Initial USI of the HPC Stage 3 to 8
Drum—Group ‘‘D’’
For IAE V2500–A5 turbofan engines with
S/Ns listed in ‘‘Group D’’ in paragraph 1.E.
in IAE Alert NMSB No. V2500–ENG–72–
A0615, Revision 6, dated September 4, 2014,
perform an initial USI of the HPC stage 3 to
8 drum within 200 cycles of the drum
accumulating 3,750 cycles or within 200
cycles from the effective date of this AD,
whichever occurs later.
mstockstill on DSK4VPTVN1PROD with RULES
(4) Initial USI of the HPC Stage 3 to 8
Drum—Group ‘‘E’’
For IAE V2500–A1, –A5, and –D5 turbofan
engines not listed in ‘‘Group A,’’ ‘‘Group B,’’
‘‘Group C,’’ or ‘‘Group D,’’ and with drum
assembly part numbers (P/Ns) listed in
‘‘Group E’’ in paragraph 1.E. in IAE Alert
NMSB No. V2500–ENG–72–A0615, Revision
6, dated September 4, 2014, perform an
initial USI of the HPC stage 3 to 8 drum
within 200 cycles of the drum accumulating
12,500 cycles or within 200 cycles from the
effective date of this AD, whichever occurs
later.
VerDate Sep<11>2014
17:50 May 26, 2015
Jkt 235001
(5) Initial USI of the HPC Stage 3 to 8
Drum—Group ‘‘F’’
For IAE V2500–A1, –A5, and –D5 turbofan
engines not listed in ‘‘Group A,’’ ‘‘Group B,’’
‘‘Group C,’’ or ‘‘Group D,’’ and with drum
assembly P/Ns listed in ‘‘Group F’’ in
paragraph 1.E. in IAE Alert NMSB No.
V2500–ENG–72–A0615, Revision 6, dated
September 4, 2014, perform an initial USI of
the HPC stage 3 to 8 drum within 200 cycles
of the drum accumulating 9,000 cycles or
within 200 cycles from the effective date of
this AD, whichever occurs later.
(f) Repetitive USIs of the HPC Stage 3 to 8
Drum
(1) For engines included in ‘‘Group A,’’
‘‘Group B,’’ ‘‘Group C,’’ ‘‘Group E,’’ or
‘‘Group F,’’ as defined in paragraph (e) of this
AD, perform repetitive USIs of the HPC stage
3 to 8 drum within every 750 cycles of the
last USI after the initial inspection required
by paragraph (e) of this AD.
(2) For engines included in ‘‘Group D,’’ as
defined in paragraph (e) of this AD, perform
repetitive USIs of the HPC stage 3 to 8 drum
within every 500 cycles of the last USI after
the initial inspection required by paragraph
(e) of this AD.
(3) If you inspect the HPC stage 3 to 8 drum
at piece-part exposure, you may delay the
next USI as shown in the ‘‘Grace Periods
Table’’ for each compliance group listed in
paragraph 1.E. in IAE Alert NMSB No.
V2500–ENG–72–A0615, Revision 6, dated
September 4, 2014.
(g) USI Procedure for the Inspection of the
HPC Stage 3 to 8 Drum
For the USI inspections required by this
AD, do the following. Inspect the stage 8 disk
of the HPC stage 3 to 8 drum on the outer
diameter adjacent to the stage 7 to 8 electron
beam weld land using ultrasonic probe
manipulator assembly P/N IAE2R19865 for
IAE V2500–A1 engines, P/N IAE2R19852 or
IAE2R19879 for IAE V2500–A5 engines, and
P/N IAE2R19874 for IAE V2500–D5 engines.
Inspect the stage 8 disk of the HPC stage 3
to 8 drum on the inner diameter at the inner
radius position using ultrasonic probe
manipulator assembly P/N IAE2R19870 for
IAE V2500–A1 engines, P/N IAE2R19859 or
IAE2R19880 for IAE V2500–A5 engines, and
P/N IAE2R19876 for IAE V2500–D5 engines.
Inspect the full circumference of both the
inner and outer diameters. If the entire
circumference cannot be inspected, remove
the drum from the engine before further
flight.
(1) Calibrate the ultrasonic equipment
using the following parameters and the
acceptance criteria listed in paragraph
3.A.(1)(a) of IAE Alert NMSB No. V2500–
ENG–72–A0615, Revision 6, dated September
4, 2014. Use working standard P/N
IAE2R19854 for outer diameter inspection
and working standard P/N IAE2R19860 for
inner diameter inspection:
(i) Set Frequency to 5 Mhz.
(ii) Set Rectify to Full Wave.
(iii) Set Pulser to Single Crystal.
(iv) Maximize the signal response to
achieve 70 percent full screen height.
(v) Adjust the range control to position the
target signal at 5.0 time base position based
on ten division time base.
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Fmt 4700
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30143
(vi) For outer diameter inspection, set Gate
Position to 3.5–7.0 time base position based
on ten division time base.
(vii) For inner diameter inspection, set
Gate Position to 3.0–8.0 time base position
based on ten division time base.
(2) Inspect the HPC stage 3 to 8 drum using
the acceptance criteria listed in paragraph
3.A.(1)(a) of IAE Alert NMSB No. V2500–
ENG–72–A0615, Revision 6, dated September
4, 2014.
(3) After completing the inspection of each
feature, verify the calibration of the
ultrasonic equipment. If the calibration is
under sensitivity by more than 3db, then
repeat the calibration and inspection of the
feature.
(h) Removal of Silver-Plated Nuts
At the next piece-part exposure of the HPC
stage 3 to 8 drum after the effective date of
this AD, do the following before returning
any HPC stage 3 to 8 drum to service:
(1) Remove from service all silver-plated
nuts (fully or partially-plated), P/Ns AS44862
or AS64367, that attach the HPC stage 3 to
8 drum to the HPC stage 9 to 12 drum.
(2) Clean the HPC stage 3 to 8 drum to
remove the silver residue.
(3) Inspect the HPC stage 3 to 8 drum using
at least one of the following methods:
(i) Fluorescent penetrant inspection (FPI)
of the HPC stage 3 to 8 drum for cracks, or
(ii) Eddy current inspection (ECI) of the
HPC stage 3 to 8 drum for cracks.
(i) Installation Prohibition
After the effective date of this AD, do not
install any silver-plated nuts, P/N AS44862
or AS64367, into any engine.
(j) Mandatory Terminating Action
Within 9,450 cycles after the effective date
of this AD, but not later than December 31,
2025, install:
(1) An HPC stage 3 to 8 drum that has
never operated with silver-plated nuts (fully
or partially plated) to attach the HPC stage 3
to 8 drum to the HPC stage 9 to 12 drum,
with
(2) silver-free nuts to attach the HPC stage
3 to 8 drum to the HPC stage 9 to 12 drum.
(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
If you performed an inspection of the HPC
stage 3 to 8 drum before the effective date of
this AD using one of the following IAE
NMSBs, you met the initial inspection
requirement of paragraph (e) of this AD:
(i) IAE NMSB No. V2500–ENG–72–0608,
Revision 3, dated September 20, 2011.
(ii) IAE NMSB No. V2500–ENG–72–0615,
Revision 3, dated September 20, 2011; IAE
Alert NMSB No. V2500–ENG–72–0615,
Revision 4, dated May 2, 2013; and IAE Alert
NMSB No. V2500–ENG–72–0615, Revision 5,
dated August 5, 2014.
(iii) IAE NMSB No. V2500–ENG–72–0638,
dated April 11, 2013.
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27MYR1
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Federal Register / Vol. 80, No. 101 / Wednesday, May 27, 2015 / Rules and Regulations
(m) Alternative Methods of Compliance
(AMOCs)
The Manager, Engine Certification Office,
FAA, may approve AMOCs for this AD. Use
the procedures found in 14 CFR 39.19 to
make your request. You may email your
request to: ANE-AD-AMOC@faa.gov.
(1) For more information about this AD,
contact Martin Adler, Aerospace Engineer,
Engine Certification Office, FAA, Engine &
Propeller Directorate, 12 New England
Executive Park, Burlington, MA 01803;
phone: 781–238–7157; fax: 781–238–7199;
email: martin.adler@faa.gov.
(2) IAE NMSB No. V2500–ENG–72–0638,
dated April 11, 2013; IAE NMSB No. V2500–
ENG–72–0637, dated May 2, 2013; IAE
NMSB No. V2500–ENG–72–0625, dated
October 8, 2014; IAE EM Task 72–41–11–
200–001; and IAE EM Task 72–41–11–110–
001, which are not incorporated by reference
in this AD, can be obtained from IAE, using
the contact information in paragraph (o)(3) of
this AD. IAE NMSB No. V2500–ENG–72–
0638, dated April 11, 2013 provides guidance
on performing the USI. IAE NMSB No.
V2500–ENG–72–0637 and IAE EM Task 72–
41–11–200–001 provide guidance on
performing the FPI. Guidance on performing
the ECI can be found in IAE NMSB No.
V2500–ENG–72–0625. IAE Engine Manual
Task 72–41–11–110–001 provides guidance
on cleaning the HPC stage 3 to 8 drum.
mstockstill on DSK4VPTVN1PROD with RULES
(o) Material Incorporated by Reference
(1) The Director of the Federal Register
approved the incorporation by reference
(IBR) of the service information listed in this
paragraph under 5 U.S.C. 552(a) and 1 CFR
part 51.
(2) You must use this service information
as applicable to do the actions required by
this AD, unless the AD specifies otherwise.
(i) International Aero Engines Alert NonModification Service Bulletin No. V2500–
ENG–72–A0615, Revision 6, dated September
4, 2014.
(ii) Reserved.
(3) For IAE service information identified
in this AD, contact International Aero
Engines AG, 400 Main Street, East Hartford,
CT 06118; phone: 860–368–3700; fax: 860–
368–4600; email: iaeinfo@iaev2500.com;
Internet: https://www.iaeworld.com.
(4) You may view this 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 view this service information
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/ibrlocations.html.
17:50 May 26, 2015
[FR Doc. 2015–12068 Filed 5–26–15; 8:45 am]
BILLING CODE 4910–13–P
(n) Related Information
VerDate Sep<11>2014
Issued in Burlington, Massachusetts, on
April 30, 2015.
Colleen M. D’Alessandro,
Assistant Directorate Manager, Engine &
Propeller Directorate, Aircraft Certification
Service.
Jkt 235001
DEPARTMENT OF TRANSPORTATION
Office of the Secretary
14 CFR Parts 250, 254 and 383
[Docket DOT–OST–2015–0104]
RIN 2105–AE39
Revisions to Denied Boarding
Compensation, Domestic Baggage
Liability Limits, and Civil Penalty
Amounts
Office of the Secretary (OST),
Department of Transportation (DOT).
ACTION: Final rule.
AGENCY:
In accordance with existing
regulations, this final rule raises the
maximum denied boarding
compensation (DBC) amounts that have
been in effect since August 2011, raising
the maximum DBC amounts from the
current figures of $650/$1,300 to $675/
$1,350. Also, in accordance with
existing regulations, this final rule raises
the minimum liability limit air carriers
may impose for mishandled baggage in
domestic air transportation, adjusting
the minimum limit of liability from the
current amount of $3,400 to $3,500. To
account for inflation, this rule also
raises the maximum civil penalties that
can be assessed as a result of DOT
aviation enforcement actions for
violations of certain economic
provisions of Title 49 of the U.S. Code
from $2,500 to $2,750.
DATES: This rule is effective on August
25, 2015.
FOR FURTHER INFORMATION CONTACT:
Clereece Kroha, Senior Attorney, Office
of the General Counsel, Department of
Transportation, 1200 New Jersey Ave.
SE., Washington, DC 20590; 202–366–
9041, clereece.kroha@dot.gov.
SUPPLEMENTARY INFORMATION:
SUMMARY:
I. Revision of Maximum Denied
Boarding Compensation Amounts
In its rule ‘‘Enhancing Airline
Passenger Protections’’ (76 FR 23110,
Apr. 25, 2011), the Department raised
the limits on denied boarding
compensation (DBC) due to passengers
from the previous amounts of $400/$800
to the current amounts of $650/$1,300.
The rule also requires that these
PO 00000
Frm 00016
Fmt 4700
Sfmt 4700
maximum DBC amounts be adjusted to
reflect changes in the Consumer Price
Index for All Urban Consumers (CPI–U).
Under 14 CFR 250.5(e), the review of
denied boarding compensation was to
take place every 2 years, with the first
such review occurring in July 2012, to
coincide with our review of the baggage
liability amount. Section 250.5(e)
prescribes the use of a specific formula
to calculate the revised maximum DBC
amounts when making these periodic
adjustments. The formula is below.
Current DBC limit in section 250.5(a)(2)
multiplied by (a/b) rounded to the
nearest $25
where:
a = July CPI–U of year of current adjustment
b = the CPI–U figure in August 2011 when
the inflation adjustment provision was
added to Part 250
Section 250.5(e) specifies that the DBC
limit in section 250.5(a)(3) shall be
twice the revised limit for section
250.5(a)(2).
We reviewed the compensation
amounts in 2012 and found that
according to the formula set out in
section 250.5(e), no change in the DBC
amounts was called for. However, the
2014–2015 review indicated that an
inflation adjustment is required.
Applying the formula to consumer price
index changes occurring between
August 2011 (the basis month required
by the formula) and July 2014,1 the
appropriate inflation adjustment is $650
× 238.250/226.545 [$650 × 1.0517],
which yields $683.60. (The base amount
of $650 in the formula was the
maximum denied boarding
compensation in section 250.5(a)(2) 2 at
the time that this biennial indexing
provision was added to the rule,
238.250 was the CPI–U for July 2014,
and 226.545 was the CPI–U for August
2011.) Section 250.5(e) requires us to
round the adjustment to the nearest $25,
or to $675 in this case. Section
250.5(a)(3) provides that for passengers
who are not rerouted to reach their
destination within two hours the
maximum DBC amount is twice the
1 The next review of the denied boarding
compensation amounts will occur after the CPI–U
for July 2016 is released.
2 14 CFR 250.5(a)(2) provides that the maximum
amount of DBC is $650 for passengers who are
denied boarding involuntarily on a domestic flight
by a carrier who offers alternate transportation that
is planned to arrive at the passenger’s first stopover
or final destination more than one hour but less
than two hours after the planned arrival time of the
passenger’s original flight. 14 CFR 250.5(a)(3)
provides that the maximum amount of DBC is
$1,300 for passengers who are denied boarding
involuntarily on a domestic flight by a carrier who
offers alternate transportation that is planned to
arrive at the passenger’s first stopover or final
destination more than two hours after the planned
arrival time of the passenger’s original flight.
E:\FR\FM\27MYR1.SGM
27MYR1
]]>Agencies
[Federal Register Volume 80, Number 101 (Wednesday, May 27, 2015)]
[Rules and Regulations]
[Pages 30138-30144]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2015-12068]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2009-1100; Directorate Identifier 2009-NE-37-AD;
Amendment 39-18159; AD 2015-10-04]
RIN 2120-AA64
Airworthiness Directives; International Aero Engines AG Turbofan
Engines
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: We are superseding Airworthiness Directive (AD) 2012-09-09 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. AD 2012-09-09 required cleaning, eddy current
inspection (ECI) or fluorescent penetrant inspection (FPI), and initial
and repetitive ultrasonic inspections (USIs) of certain high-pressure
compressor (HPC) stage 3 to 8 drums, as well as replacement of the drum
attachment nuts. This new AD expands the affected population for
initial and repetitive USIs of the HPC stage 3 to 8 drum, revises the
inspection intervals, requires performing ECI or FPI, requires removal
of the affected attachment nuts and any HPC stage 3 to 8 drum found
cracked, and adds a mandatory terminating action. This AD was prompted
by the discovery that additional attachment nuts for certain HPC stage
3 to 8 drums are affected. We are issuing this AD to prevent failure of
the HPC stage 3 to 8 drum, which could result in uncontained drum
failure, damage to the engine, and damage to the airplane.
DATES: This AD is effective July 1, 2015.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in this AD as of July 1,
2015.
ADDRESSES: For service information identified in this AD, contact
International Aero Engines AG, 400 Main Street, East Hartford, CT
06118; phone: 860-368-3700; fax: 860-368-4600; email:
iaeinfo@iaev2500.com; Internet: https://www.iaeworld.com. You may view
this 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. It is also
available on the Internet at https://
[[Page 30139]]
www.regulations.gov by searching for and locating Docket No. FAA-2009-
1100
Examining the AD Docket
You may examine the AD docket on the Internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2009-
1100; 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: Martin Adler, Aerospace Engineer,
Engine Certification Office, FAA, Engine & Propeller Directorate, 12
New England Executive Park, Burlington, MA 01803; phone: 781-238-7157;
fax: 781-238-7199; email: martin.adler@faa.gov.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR
part 39 to supersede AD 2012-09-09, Amendment 39-17044 (77 FR 30371,
May 23, 2012), (``AD 2012-09-09''). AD 2012-09-09 applied to all IAE
V2500-A1, V2525-D5, and V2528-D5 turbofan engines, and certain S/Ns of
IAE V2522-A5, V2524-A5, V2527-A5, V2527E-A5, V2527M-A5, V2530-A5, and
V2533-A5 turbofan engines. The NPRM published in the Federal Register
on December 24, 2014 (79 FR 77411). The NPRM was prompted by the
discovery that partially silver-plated nuts for certain HPC stage 3 to
8 drums cause the drum to corrode and crack. The NPRM proposed to
perform ECI or FPI, and initial and repetitive USIs of certain HPC
stage 3 to 8 drums. The NPRM also proposed to expand the affected
population for initial and repetitive USIs of the HPC stage 3 to 8
drum, revise the inspection intervals, require removal of the affected
attachment nuts and any HPC stage 3 to 8 drum found cracked, and add a
mandatory terminating action. We are issuing this AD to prevent failure
of the HPC stage 3 to 8 drum, which could result in uncontained drum
failure, damage to the engine, and damage to the airplane.
Comments
We gave the public the opportunity to participate in developing
this AD. The following presents the comments received on the NPRM (79
FR 77411, December 24, 2014) and the FAA's response to each comment.
Request To Change Compliance Paragraph
One commenter requested that paragraph (f)(3) of the NPRM (79 FR
77411, December 24, 2014) be changed from ``If you inspect the HPC
stage 3-8 drum at shop visit . . .'' to ``If you have previously
inspected the HPC stage 3-8 drum at piece-part exposure as shown in the
Grace Periods Table for each compliance group listed in paragraph 1.E.
in IAE Alert Non-Modification Service Bulletin (NMSB) No. V2500-ENG-72-
A0615, Revision 6, dated September 4, 2014.'' The justification for
this comment is that the AD wording is not clear enough for the actual
work performed.
We partially agree. We agree with referring to piece-part exposure
instead of shop visit. We disagree with referencing the service
bulletin (SB) because the AD wording is otherwise clear in its
reference to the Grace Periods Table for each compliance group. We
changed paragraph (f)(3) of this final rule by changing ``at shop
visit'' to ``at piece-part exposure.''
Request for Paragraph Clarification
The same commenter suggested adding engine manual (EM) Task No. or
SB reference to paragraphs (g)(2), (g)(3)(i), and (g)(3)(ii) because
these paragraphs do not provide the specific method to perform the
stated requirements.
We do not agree. The SB and EM tasks for these operations are not
mandated. Therefore, they are referenced in the Related Information
section of the AD. We did not change the AD.
Request To Clarify Terminating Action
Lufthansa, United Airlines (UA), and another commenter, asked that
the AD be clarified that if the terminating actions were performed
prior to the effective date of the AD, credit may be taken and no
further action would be required. The commenter's justification is that
the AD should be clear that if the parts are installed prior to
effective date of the AD, the parts installation should be considered
as terminating action.
We do not agree because paragraph (e), Compliance, states to
perform the requirements of the AD ``unless already done.'' This
statement applies to all requirements of the AD including the
terminating action. No additional clarification is needed. We did not
change the AD.
Request To Change Compliance Time
An anonymous commenter requested that repetitive inspections not
start until after the threshold for the initial inspection has been
reached. The justification for this request is that many unnecessary
extra inspections would have to be performed if the initial inspection
is performed early, and the AD requires repeat inspections to follow
immediately.
We agree. This final rule was changed as follows: Paragraphs (f)(1)
and (f)(2) were changed from ``. . . of the last USI.'' to ``. . . of
the last USI after the initial inspection required by paragraph (e) of
this AD.''
Agreement With Proposed AD
The Boeing Company agreed with the NPRM (79 FR 77411, December 24,
2014) as written.
Request Change to Costs of Compliance
Lufthansa and Wizz Air stated that the terminating action will
result in many unplanned extra shop visits to remove parts. The cost
analysis does not include the cost associated with these extra shop
visits.
We do not agree. The Costs of Compliance in the AD includes
prorated part costs based on early removal of parts. Our cost
calculations do not include costs associated with engine removal, down
time, or scheduling. We did not change the AD.
Request To Include Revision and Date Information for Service
Information
Lufthansa and IAE requested that service information include
revision and date information. They suggested that the service
information does not list the latest revision information or, in some
cases, any revision information at all.
We partially agree. We agree that the SB references should reflect
the latest revision. We disagree with adding the revision and/or date
to all instances of SBs referenced in the Related Information paragraph
because the revision date is listed on the first instance of each SB
referenced in the paragraph. We changed the Related Information
paragraph by changing the date of IAE NMSB No. V2500-ENG-72-0625 to
October 8, 2014.
Request To Change Applicability
Lufthansa stated that the compliance categories (applicability) are
based on engine serial number. The commenter suggested defining the
categories based on drum serial number rather than engine serial number
because the inspection times and intervals should be based on the drum
history. The correct
[[Page 30140]]
inspection times and intervals may not be utilized for the affected
drums if a drum moves from one engine to another.
We do not agree. We evaluated use of drum serial numbers versus
engine serial numbers and chose engine serial numbers based on the
increased complexity associated with tracking drum serial numbers. It
was also noted that it is more likely that an engine, as opposed to an
individual used drum, would be moved. The engine groups in the AD
reflect the unsafe condition as it exists today. If the engine
distributions change significantly in the future, we would consider
additional rulemaking. We did not change the AD.
Request To Change Service Information
Rolls Royce plc proposed that revision 6 of IAE Alert NMSB No.
V2500-ENG-72-0615 be quoted in the AD, and that all references to it,
including engine groups affected, be aligned to this latest revision.
The justification for this request is that the current AD references
IAE NMSB No. V2500-ENG-72-0615, Revision 3. This NMSB is now at
revision 6.
We do not agree because the AD already references Revision 6 of IAE
Alert NMSB No.V2500-ENG-72-A0615. We did not change the AD.
Request Clarification of Material Incorporated by Reference
UA and Delta Airlines requested clarification of whether IAE NMSB
No. V2500-ENG-72-0638 is considered incorporated by reference. This AD
will incorporate by reference IAE Alert NMSB No. V2500-ENG 72-0615,
Revision 6, dated September 4, 2014, which refers to IAE NMSB No.
V2500-ENG-72-0638 for instructions on performing the USI. IAE NMSB No.
V2500-ENG-72-0638 contains instructions and procedures that do not
affect failure mode detection, prevention or elimination of the unsafe
condition identified in the NPRM (79 FR 77411, December 24, 2014) and
should not be mandated by the AD.
We agree that IAE Alert NMSB No.V2500-ENG-72-0638 should not be
incorporated by reference. We changed the AD to remove the requirement
to use IAE NMSB No. V2500-ENG-72-0638. We also added a new paragraph
(g) to this AD that provides specific information from IAE NMSB No.
V2500-ENG-72-0638 to perform the USI.
Request Change to Relevant Service Information
UA and Delta Airlines requested that IAE NMSB No. V2500-ENG-72-0638
be added to the Relevant Service Information paragraph.
We partially agree. We do not agree with adding IAE NMSB No. V2500-
ENG-72-0638 to the Relevant Service Information paragraph because that
paragraph is not in the final rule. We agree that the service
information should be included in the AD, elsewhere. We added IAE NMSB
No. V2500-ENG-72-0638 to the Related Information paragraph.
Request Clarification of Compliance Time
UA and LATAM Airlines requested clarification on the difference
between the AD and SB terminating actions for compliance time to
incorporate terminating action. The AD requires accomplishment within
9,450 cycles after the effective date of the AD, while the SB requires
accomplishment by December 31, 2021. The commenter said shop visits
were planned based on the end date in the SB. The AD limit of 9,450
cycles will force engines off wing earlier than planned.
We do not agree. The cycle limit in the AD represents fleet average
utilization up to the SB `accomplish by' date. We did not change the
AD.
Request Clarification for Terminating Action
UA requested clarification that inspections are not required after
the terminating action has been performed. UA suggested that this
clarification was required because the SB Grace Periods Tables include
timing for any drum fitted with non-silver nuts. It is not explicit
that the table does not apply to a new drum with non-silver nuts.
We do not agree. Terminating action means that no further action is
required. Therefore, the AD does not require any additional inspections
after the terminating action has been accomplished. We did not change
the AD.
Request Deletion of Service Information
UA identified that IAE NMSB No. V2500-ENG-72-0638, Part B paragraph
(3)Y.(3) states that an engine be rejected if staining and/or cracking
of the ceramic liner is found. This requirement should not be mandated
because this concern was addressed in AD 2012-09-09 which was
superseded. The FAA agreed that there was not clear acceptance criteria
to mandate engine rejection based on staining and axial cracking of the
HPC stage 7 to 8 drum ceramic liner.
We agree. We changed this final rule by deleting reference to IAE
NMSB No. V2500-ENG-72-0638 in paragraph (e) of this AD.
Request To Include a Ferry Flight
UA requested that the AD be changed to allow a one-cycle ferry
flight. No justification was given.
We do not agree. Per 14 CFR 39.23, an AD only addresses ferry
flights if they are prohibited. We did not prohibit ferry flights in
this AD. We did not change the AD.
Request Clarification of Compliance Time
UA commented that some grace periods in AD 2012-09-09 are different
from the NPRM (79 FR 77411, December 24, 2014). UA requested
clarification that the older compliance times in AD 2012-09-09 are no
longer applicable or available and let ``Credit for Previous Actions''
allow the longer compliance times of the NPRM. The clarification was
requested since, for compliance intervals that have been shortened, the
commenter can see no way to address those engines, particularly if the
engine has already exceeded the shortened interval. For intervals that
have been extended, inspection intervals can easily be extended to
agree.
We do not agree. AD 2012-09-09 is being superseded by this AD;
therefore, the previous compliance times are inapplicable after the
effective date of this AD. This final rule allows 200 cycles after the
effective date of the AD to perform the initial USI if the cycles since
new threshold has been passed. If the cyclic interval allowed by this
AD for the next USI based on the last part inspection has been
surpassed, then the initial inspection requirements would apply. This
means you must inspect within 200 cycles after the effective date of
this AD. We did not change the AD.
Request To Change Service Information
UA stated that the USI procedures, as defined in IAE NMSB No.
V2500-ENG-72-0638, which lift the probe off the surface of the drum,
should not be mandated. The USI procedures, in IAE NMSB No. V2500-ENG-
72-0638, use a ``clamp'' added to the USI probe to lift the probe off
of the drum. This procedure relies on couplant to fill the gaps to the
drum and any missing drum coatings. UA is not confident that accurate
measurements can be consistently achieved using this procedure,
especially in areas that have been repaired.
We partially agree. We agree that the USI procedures in IAE NMSB
No. V2500-ENG-72-0638, and those referenced in superseded AD 2012-09-
09, are valid methods of inspection. We
[[Page 30141]]
disagree that the procedure in IAE NMSB No. V2500-ENG-72-0638 would not
provide accurate measurements. We changed this AD by removing IAE NMSB
No. V2500-ENG-72-0638 and adding a paragraph that provides specific
information to perform the USI.
Request To Change Service Information
Jetstar Group Airways requested that allowance for future SB
revisions be included in the AD.
We do not agree. We cannot mandate documents which do not yet
exist. We did not change the AD.
Request To Change the Applicability
Jetstar Group Airways requested that the applicability for V2500-A5
engines be revised to exclude Engine Serial Number (ESN) V16660 and
higher as the introduction of the terminating action configuration
began with ESN V16660 based on the applicability of IAE SB V2500-ENG-
72-0632 that introduced silver free nuts.
We do not agree. The AD applicability is correct. The applicability
defined in IAE SB V2500-ENG-72-0632 does not reflect actual part
installations. We did not change the AD.
Request To Allow Repetitive Inspections
Lufthansa, Jetstar Group Airways, Wizz Air, and MTU Maintenance
(MTU) requested to remove ``within 9,450 cycles after the effective
date of the AD'' for terminating action and allow unlimited USI. The
commenters pointed out that the unsafe condition results from a
corrosive operating environment, and the amount of corrosion varies
with time and location. The commenters also pointed to the lack of data
to support a calendar end date of 2021, and that the hard time for part
removals will drive younger parts off wing early, with no additional
benefits to safety. Finally, the commenters offered that if the USI and
the ECI provide sufficient safety against an uncontained failure, this
should also be the case after 9,450 flight cycles (FC). Additionally,
the overall risk in the fleet will decrease due to the number of
planned shop visits.
We do not agree. The ongoing repetitive inspections do not provide
sufficient safety by themselves and are considered interim actions. The
previous ADs did not include an end date because no terminating action
was available. This AD includes mandatory terminating action that
completely removes the noted unsafe condition and restores an
acceptable level of safety. We did not change the AD.
Request To Change Terminating Action
Wizz Air, Lufthansa, and Delta Airlines requested the compliance
time for terminating action be changed from ``9,450 FC after the
effective date of the AD'' to ``at next piece-part exposure.'' This
will eliminate extra shop visits solely for drum replacement.
We do not agree. This change would significantly increase the need
for spare parts in the near term, which cannot be supported by industry
at this time. We did not change the AD.
Request To Change Compliance
IAE requested that the Compliance phrase ``If cracks are found . .
.'' be changed to ``if crack indications or inspection rejections are
found . . .''. The reason for this request is that FPI, USI, and ECI
only indicate a crack may be present. Cracks typically can only be
confirmed via lab destructive testing.
We do not agree. If a part fails the inspection it is assumed to be
cracked. No additional testing is requested or required to prove a
crack exists. We did not change the AD.
Request To Change Compliance
IAE and MTU requested that ``cycles since new'' (CSN) refer to
cycles on the specific drum and not engine cycles since new. If drums
are replaced, there could be confusion on when a part must be
inspected.
We agree. We changed paragraphs (e)(1) through (e)(5) from ``within
200 cycles of accumulating xxxx CSN'' to ``within 200 cycles of the
drum accumulating xxxx cycles.''
Request To Change Compliance Time
IAE and MTU requested an end date of December 31, 2025 be added to
the compliance time in addition to the existing cycle limit. This
request was justified because low utilization operators will not be
required to upgrade their engines until well beyond 2040 with only the
cycle limit. IAE is concerned that after the larger operators have
completed the upgrades to their fleets, the expertise and equipment
required to perform the required inspections will no longer be
available.
We agree. We changed the Mandatory Terminating Action paragraph to
include an end date of December 31, 2025.
Request Change To Credit for Previous Actions Paragraph
IAE requested that IAE NMSBs No. V2500-ENG-72-0594, No. V2500-ENG-
72-0603, No. V2500-ENG-72-0608, Revision 2 and earlier, and No.V2500-
ENG-72-0615, Revision 2 and earlier, be removed from the ``Credit for
Previous Actions'' paragraph because these SB revisions do not require
complete inspection of the drum circumference in areas of liner loss.
Incomplete inspections are not effective at detecting cracks and
compromises safety.
We agree. We removed IAE NMSB No. V2500-ENG-72-0594, IAE NMSB No.
V2500-ENG-72-0603, IAE NMSB No. V2500-ENG-72-0608, Revision 2 and
earlier, and IAE NMSB No.V2500-ENG-72-A0615, Revision 2 and earlier,
from the Credit for Previous Actions paragraph.
Request To Simplify Compliance
Delta Airlines commented that the compliance plan as proposed in
the NPRM (79 FR 77411, December 24, 2014), is too complicated. Delta
said that it requires: (1) Knowledge of where the HPC 3-8 drum(s) have
operated by flight number for the V2500-A1 and V2500-A5 engine models;
(2) tracking the inspections performed at shop level for the HPC 3-8
drum(s); (3) tracking the HPC module assembly for the 3-8 drum(s)
installed and the configuration at the last shop visit of the HPC
module; and (4) operators to trace documents of HPC 3-8 drum(s) that
exchanged between HPC modules and from other operators. Without those
trace documents, operators will be forced to obtain new HPC 3-8 drum(s)
to prevent recontamination of their respective fleets.
We do not agree. The changes we proposed in this AD, expanding the
population, changing the inspection interval, etc., are not complex
changes to the compliance program. We also evaluated the original
compliance program requirements. We did not conclude that they were so
complex that operators would find them difficult to understand,
particularly since the information needed to comply with the AD is
available in operator records. We did not change the AD.
Request Clarification of Service Information
Delta Airlines stated that IAE Alert NMSB No. V2500-ENG-72-A0615,
Revision 6, has lists of engine models and drum part numbers. The SB
lists drum part numbers as associated with the V2500-D5 engine that are
not approved for installation on the V2500-D5 engine. The SB could be
misinterpreted as allowing use of part numbers on the V2500-D5 engine
model that have not actually been approved for use.
We do not agree. The SB separates engine applicability into six
groups. The drum part numbers listed for each group
[[Page 30142]]
represent the possible drum part numbers for all the noted engine
models listed in the group. These groupings do not otherwise indicate
that part numbers are interchangeable among the engine models. The
groups that include V2500-D5 (Group E and group F) also include other
engine models. We did not change the AD.
Request Clarification of Mandatory Terminating Action Paragraph
Lufthansa requested clarification of the Mandatory Terminating
Action paragraph. The commenter stated that the paragraph directing the
installation of HPC stage 3 to 8 drum is not clear if the mandatory
terminating action is meant to be a hard-time limit which requires
removal of drums from service by means of a shop visit. The commenter
suggested that the terminating action for drum replacement may be
substituted by an on-wing USI. On-wing USI could occur after 9,450 FC
from the effective date of this AD until the engine has a shop visit.
We do not agree. The mandatory terminating action has a hard-time
limit of 9,450 FC after the effective date of this AD. The terminating
actions must be performed within this time. The AD does not give
allowance to perform inspections in place of performing the terminating
actions. We did not change the AD.
Request To Revise Mandatory Terminating Action
MTU requested that the mandatory terminating action be delayed
based on the appropriate inspection grace period listed in the service
information. The grace period extension would eliminate extra shop
visits for only drum replacement.
We do not agree. The cyclic intervals listed in the service
information, based on piece-part inspection, apply to the threshold for
performing the next USI. The compliance time for completing the
terminating actions is not related to when or what inspections were
performed. We did not change the AD.
Conclusion
We reviewed the relevant data, considered the comments received,
and determined that air safety and the public interest require adopting
this AD with the changes described previously. We have determined that
these minor changes:
Are consistent with the intent that was proposed in the
NPRM (79 FR 77411, December 24, 2014) for correcting the unsafe
condition; and
Do not add any additional burden upon the public than was
already proposed in the NPRM (79 FR 77411, December 24, 2014).
We also determined that these changes will not increase the
economic burden on any operator or increase the scope of this AD.
Related Service Information Under 1 CFR Part 51
International Aero Engines Alert NMSB No. V2500-ENG-72-A0615,
Revision 6, dated September 4, 2014. The NMSB describes procedures for
inspecting the engine front support pins. This service information is
reasonably available because the interested parties have access to it
through their normal course of business or by the means identified in
the ADDRESSES section of this AD.
Costs of Compliance
We estimate that this AD will affect 956 engines installed on
airplanes of U.S. registry. We estimate that it will take about 3 hours
per engine to perform the USI and about 2 hours per engine to perform
the FPI or ECI of the HPC stage 3 to 8 drum. We also estimate that
removing silver residue from the HPC stage 3 to 8 drum will cost about
$2,600 per engine and a set of silver free nuts will cost about $1,060
per engine. We estimate the pro-rated replacement cost to replace an
HPC stage 3 to 8 drum to be $52,014. Based on these figures, we
estimate the cost of this AD on U.S. operators to be $53,630,644.
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 to the extent
that it justifies making a regulatory distinction, 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)
2012-09-09, Amendment 39-17044 (77 FR 30371, May 23, 2012), and adding
the following new AD:
2015-10-04 International Aero Engines AG: Amendment 39-18159 Docket
No. FAA-2009-1100; Directorate Identifier 2009-NE-37-AD.
(a) Effective Date
This AD is effective July 1, 2015.
(b) Affected ADs
This AD replaces AD 2012-09-09, Amendment 39-17044 (77 FR 30371,
May 23, 2012).
(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)
V10001 through V13190, and V15001 through V16728, excluding V16707.
[[Page 30143]]
(d) Unsafe Condition
This AD was prompted by the discovery that additional attachment
nuts for certain high-pressure compressor (HPC) stage 3 to 8 drums
cause the drum to corrode and crack. We are issuing this AD to
prevent failure of the HPC stage 3 to 8 drum, which could result in
uncontained drum failure, damage to the engine, and damage to the
airplane.
(e) Compliance
Comply with this AD within the compliance times specified,
unless already done. You may use the inspections listed in paragraph
(h)(3) of this AD instead of an ultrasonic inspection (USI) for the
initial inspection required by paragraphs (e)(1) through (e)(5). If
cracks are found during any of the inspections required by this AD,
remove the drum from service before further flight.
(1) Initial USI of the HPC Stage 3 to 8 Drum--Group ``A'' and Group
``B''
For IAE V2500-A1 turbofan engines with S/Ns listed in ``Group
A'' or ``Group B'' in paragraph 1.E. in IAE Alert Non-Mandatory
Service Bulletin (NMSB) No. V2500-ENG-72-A0615, Revision 6, dated
September 4, 2014, perform an initial USI of the HPC stage 3 to 8
drum within 200 cycles of the drum accumulating 8,000 cycles or
within 200 cycles from the effective date of this AD, whichever
occurs later.
(2) Initial USI of the HPC Stage 3 to 8 Drum--Group ``C''
For IAE V2500-A5 turbofan engines with S/Ns listed in ``Group
C'' in paragraph 1.E. in IAE Alert NMSB No. V2500-ENG-72-A0615,
Revision 6, dated September 4, 2014, perform an initial USI of the
HPC stage 3 to 8 drum within 200 cycles of the drum accumulating
6,250 cycles or within 200 cycles from the effective date of this
AD, whichever occurs later.
(3) Initial USI of the HPC Stage 3 to 8 Drum--Group ``D''
For IAE V2500-A5 turbofan engines with S/Ns listed in ``Group
D'' in paragraph 1.E. in IAE Alert NMSB No. V2500-ENG-72-A0615,
Revision 6, dated September 4, 2014, perform an initial USI of the
HPC stage 3 to 8 drum within 200 cycles of the drum accumulating
3,750 cycles or within 200 cycles from the effective date of this
AD, whichever occurs later.
(4) Initial USI of the HPC Stage 3 to 8 Drum--Group ``E''
For IAE V2500-A1, -A5, and -D5 turbofan engines not listed in
``Group A,'' ``Group B,'' ``Group C,'' or ``Group D,'' and with drum
assembly part numbers (P/Ns) listed in ``Group E'' in paragraph 1.E.
in IAE Alert NMSB No. V2500-ENG-72-A0615, Revision 6, dated
September 4, 2014, perform an initial USI of the HPC stage 3 to 8
drum within 200 cycles of the drum accumulating 12,500 cycles or
within 200 cycles from the effective date of this AD, whichever
occurs later.
(5) Initial USI of the HPC Stage 3 to 8 Drum--Group ``F''
For IAE V2500-A1, -A5, and -D5 turbofan engines not listed in
``Group A,'' ``Group B,'' ``Group C,'' or ``Group D,'' and with drum
assembly P/Ns listed in ``Group F'' in paragraph 1.E. in IAE Alert
NMSB No. V2500-ENG-72-A0615, Revision 6, dated September 4, 2014,
perform an initial USI of the HPC stage 3 to 8 drum within 200
cycles of the drum accumulating 9,000 cycles or within 200 cycles
from the effective date of this AD, whichever occurs later.
(f) Repetitive USIs of the HPC Stage 3 to 8 Drum
(1) For engines included in ``Group A,'' ``Group B,'' ``Group
C,'' ``Group E,'' or ``Group F,'' as defined in paragraph (e) of
this AD, perform repetitive USIs of the HPC stage 3 to 8 drum within
every 750 cycles of the last USI after the initial inspection
required by paragraph (e) of this AD.
(2) For engines included in ``Group D,'' as defined in paragraph
(e) of this AD, perform repetitive USIs of the HPC stage 3 to 8 drum
within every 500 cycles of the last USI after the initial inspection
required by paragraph (e) of this AD.
(3) If you inspect the HPC stage 3 to 8 drum at piece-part
exposure, you may delay the next USI as shown in the ``Grace Periods
Table'' for each compliance group listed in paragraph 1.E. in IAE
Alert NMSB No. V2500-ENG-72-A0615, Revision 6, dated September 4,
2014.
(g) USI Procedure for the Inspection of the HPC Stage 3 to 8 Drum
For the USI inspections required by this AD, do the following.
Inspect the stage 8 disk of the HPC stage 3 to 8 drum on the outer
diameter adjacent to the stage 7 to 8 electron beam weld land using
ultrasonic probe manipulator assembly P/N IAE2R19865 for IAE V2500-
A1 engines, P/N IAE2R19852 or IAE2R19879 for IAE V2500-A5 engines,
and P/N IAE2R19874 for IAE V2500-D5 engines. Inspect the stage 8
disk of the HPC stage 3 to 8 drum on the inner diameter at the inner
radius position using ultrasonic probe manipulator assembly P/N
IAE2R19870 for IAE V2500-A1 engines, P/N IAE2R19859 or IAE2R19880
for IAE V2500-A5 engines, and P/N IAE2R19876 for IAE V2500-D5
engines. Inspect the full circumference of both the inner and outer
diameters. If the entire circumference cannot be inspected, remove
the drum from the engine before further flight.
(1) Calibrate the ultrasonic equipment using the following
parameters and the acceptance criteria listed in paragraph
3.A.(1)(a) of IAE Alert NMSB No. V2500-ENG-72-A0615, Revision 6,
dated September 4, 2014. Use working standard P/N IAE2R19854 for
outer diameter inspection and working standard P/N IAE2R19860 for
inner diameter inspection:
(i) Set Frequency to 5 Mhz.
(ii) Set Rectify to Full Wave.
(iii) Set Pulser to Single Crystal.
(iv) Maximize the signal response to achieve 70 percent full
screen height.
(v) Adjust the range control to position the target signal at
5.0 time base position based on ten division time base.
(vi) For outer diameter inspection, set Gate Position to 3.5-7.0
time base position based on ten division time base.
(vii) For inner diameter inspection, set Gate Position to 3.0-
8.0 time base position based on ten division time base.
(2) Inspect the HPC stage 3 to 8 drum using the acceptance
criteria listed in paragraph 3.A.(1)(a) of IAE Alert NMSB No. V2500-
ENG-72-A0615, Revision 6, dated September 4, 2014.
(3) After completing the inspection of each feature, verify the
calibration of the ultrasonic equipment. If the calibration is under
sensitivity by more than 3db, then repeat the calibration and
inspection of the feature.
(h) Removal of Silver-Plated Nuts
At the next piece-part exposure of the HPC stage 3 to 8 drum
after the effective date of this AD, do the following before
returning any HPC stage 3 to 8 drum to service:
(1) Remove from service all silver-plated nuts (fully or
partially-plated), P/Ns AS44862 or AS64367, that attach the HPC
stage 3 to 8 drum to the HPC stage 9 to 12 drum.
(2) Clean the HPC stage 3 to 8 drum to remove the silver
residue.
(3) Inspect the HPC stage 3 to 8 drum using at least one of the
following methods:
(i) Fluorescent penetrant inspection (FPI) of the HPC stage 3 to
8 drum for cracks, or
(ii) Eddy current inspection (ECI) of the HPC stage 3 to 8 drum
for cracks.
(i) Installation Prohibition
After the effective date of this AD, do not install any silver-
plated nuts, P/N AS44862 or AS64367, into any engine.
(j) Mandatory Terminating Action
Within 9,450 cycles after the effective date of this AD, but not
later than December 31, 2025, install:
(1) An HPC stage 3 to 8 drum that has never operated with
silver-plated nuts (fully or partially plated) to attach the HPC
stage 3 to 8 drum to the HPC stage 9 to 12 drum, with
(2) silver-free nuts to attach the HPC stage 3 to 8 drum to the
HPC stage 9 to 12 drum.
(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
If you performed an inspection of the HPC stage 3 to 8 drum
before the effective date of this AD using one of the following IAE
NMSBs, you met the initial inspection requirement of paragraph (e)
of this AD:
(i) IAE NMSB No. V2500-ENG-72-0608, Revision 3, dated September
20, 2011.
(ii) IAE NMSB No. V2500-ENG-72-0615, Revision 3, dated September
20, 2011; IAE Alert NMSB No. V2500-ENG-72-0615, Revision 4, dated
May 2, 2013; and IAE Alert NMSB No. V2500-ENG-72-0615, Revision 5,
dated August 5, 2014.
(iii) IAE NMSB No. V2500-ENG-72-0638, dated April 11, 2013.
[[Page 30144]]
(m) Alternative Methods of Compliance (AMOCs)
The Manager, Engine Certification Office, FAA, may approve AMOCs
for this AD. Use the procedures found in 14 CFR 39.19 to make your
request. You may email your request to: ANE-AD-AMOC@faa.gov.
(n) Related Information
(1) For more information about this AD, contact Martin Adler,
Aerospace Engineer, Engine Certification Office, FAA, Engine &
Propeller Directorate, 12 New England Executive Park, Burlington, MA
01803; phone: 781-238-7157; fax: 781-238-7199; email:
martin.adler@faa.gov.
(2) IAE NMSB No. V2500-ENG-72-0638, dated April 11, 2013; IAE
NMSB No. V2500-ENG-72-0637, dated May 2, 2013; IAE NMSB No. V2500-
ENG-72-0625, dated October 8, 2014; IAE EM Task 72-41-11-200-001;
and IAE EM Task 72-41-11-110-001, which are not incorporated by
reference in this AD, can be obtained from IAE, using the contact
information in paragraph (o)(3) of this AD. IAE NMSB No. V2500-ENG-
72-0638, dated April 11, 2013 provides guidance on performing the
USI. IAE NMSB No. V2500-ENG-72-0637 and IAE EM Task 72-41-11-200-001
provide guidance on performing the FPI. Guidance on performing the
ECI can be found in IAE NMSB No. V2500-ENG-72-0625. IAE Engine
Manual Task 72-41-11-110-001 provides guidance on cleaning the HPC
stage 3 to 8 drum.
(o) Material Incorporated by Reference
(1) The Director of the Federal Register approved the
incorporation by reference (IBR) of the service information listed
in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
(2) You must use this service information as applicable to do
the actions required by this AD, unless the AD specifies otherwise.
(i) International Aero Engines Alert Non-Modification Service
Bulletin No. V2500-ENG-72-A0615, Revision 6, dated September 4,
2014.
(ii) Reserved.
(3) For IAE service information identified in this AD, contact
International Aero Engines AG, 400 Main Street, East Hartford, CT
06118; phone: 860-368-3700; fax: 860-368-4600; email:
iaeinfo@iaev2500.com; Internet: https://www.iaeworld.com.
(4) You may view this 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 view this service information 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 April 30, 2015.
Colleen M. D'Alessandro,
Assistant Directorate Manager, Engine & Propeller Directorate, Aircraft
Certification Service.
[FR Doc. 2015-12068 Filed 5-26-15; 8:45 am]
BILLING CODE 4910-13-P
