77108 Federal Register / Vol. 76, No. 238 / Monday, December 12, 2011 / Rules and Regulations 

Regulatory Findings 

This AD will not have federalism 

implications under Executive Order 

13132. This AD will not have a 

substantial direct effect on the States, on 

the relationship between the national 

government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

(2) Is not a ‘‘significant rule’’ under 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979), 

(3) Will not affect intrastate aviation 

in Alaska, and 

(4) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

2011–25–10 Pratt & Whitney Corp: 

Amendment 39–16886; Docket No. 

FAA–2011–0731; Directorate Identifier 

2010–NE–39–AD. 

(a) Effective Date 

This AD is effective January 17, 2012. 

(b) Affected ADs 

None. 

(c) Applicability 

Pratt & Whitney Corp (PW) JT9D–7R4H1 

turbofan engines with a high-pressure 

compressor (HPC) shaft, part number (P/N) 

808070 or 808071, installed. 

(d) Unsafe Condition 

This AD was prompted by reports of cracks 

in five HPC shafts. We are issuing this AD 

to correct the unsafe condition on these 

products. 

(e) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(f) Engines With an HPC Shaft, P/N 808071, 

That Has More Than 4,500 Cycles-SinceNew (CSN) 

For engines with an HPC shaft, P/N 

808071, that has more than 4,500 CSN on the 

effective date of this AD, remove the HPC 

shaft from service within 500 cycles-inservice (CIS) after the effective date of the AD 

or at piece-part exposure, whichever occurs 

first. 

(g) Engines With an HPC Shaft, P/N 808071, 

That Has 4,500 or Fewer CSN 

For engines with an HPC shaft, P/N 

808071, that has 4,500 or fewer CSN on the 

effective date of this AD, remove the HPC 

shaft from service before exceeding 5,000 

CSN. 

(h) Engines With an HPC Shaft, P/N 808070, 

Removal From Service 

For engines with an HPC shaft, P/N 

808070, remove the HPC shaft, P/N 808070, 

from service before exceeding 1,200 CSN. 

(i) Installation Prohibition 

(1) After the effective date of this AD, do 

not install or reinstall into any engine any 

HPC shaft removed in accordance with 

paragraphs (f), (g), or (h) of this AD. 

(2) After the effective date of this AD, do 

not install or reinstall into any JT9D–7R4H1 

engine: 

(i) Any HPC shaft, P/N 808071, that is at 

piece-part exposure and exceeds the new 

lower life limit of 5,000 CSN, or 

(ii) Any HPC shaft, P/N 808070, that is at 

piece-part exposure and exceeds the new 

lower life limit of 1,200 CSN. 

(j) Alternative Methods of Compliance 

(AMOCs) 

The Manager, Engine Certification Office, 

FAA, has the authority to approve AMOCs 

for this AD, if requested using the procedures 

found in 14 CFR 39.19. 

(k) Related Information 

For more information about this AD, 

contact Stephen K. Sheely, Aerospace 

Engineer, Engine Certification Office, FAA, 

12 New England Executive Park, Burlington, 

MA 01803; phone: (781) 238–7750; fax: (781) 

238–7199; email: stephen.k.sheely@faa.gov. 

(l) Material Incorporated by Reference 

None. 

Issued in Burlington, MA, on November 

29, 2011. 

Peter A. White, 

Manager, Engine & Propeller Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–31342 Filed 12–9–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0494; Directorate 

Identifier 2010–NE–20–AD; Amendment 39– 

16884; AD 2011–25–08] 

RIN 2120–AA64 

Airworthiness Directives; International 

Aero Engines Turbofan Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for 

International Aero Engines (IAE) 

V2500–A1, V2522–A5, V2524–A5, 

V2525–D5, V2527–A5, V2527E–A5, 

V2527M–A5, V2528–D5, V2530–A5, 

and V2533–A5 turbofan engines. This 

AD was prompted by three reports of 

high-pressure turbine (HPT) case burnthrough events, numerous reports of 

loss of stage 1 blade outer air seal 

segments, and HPT case bulging. This 

AD requires initial and repetitive 360 

degree borescope inspections of HPT 

stage 1 blade outer air seal segments for 

evidence of certain distress conditions. 

This AD also requires incorporation of 

improved durability stage 1 blade outer 

air seal segments at the next exposure to 

the HPT module subassembly as 

terminating action to the repetitive 

inspections. We are issuing this AD to 

prevent HPT case burn-through, 

uncontrolled under-cowl engine fire, 

and damage to the airplane. 

DATES: This AD is effective January 17, 

2012. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of January 17, 2012. 

ADDRESSES: For service information 

identified in this AD, contact 

International Aero Engines AG, 628 

Hebron Avenue, Suite 400, Glastonbury, 

CT 06033; phone: (860) 368–3700; fax: 

(860) 368–4600; email: 

iaeinfo@iaev2500.com; Web site: 

https://www.iaeworld.com. You may 

review copies of the referenced service 

information at the FAA, Engine & 

Propeller Directorate, 12 New England 

Executive Park, Burlington, MA 01803. 

For information on the availability of 

this material at the FAA, call (781) 238– 

7125. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

mstockstill on DSK4VPTVN1PROD with RULES

Federal Register / Vol. 76, No. 238 / Monday, December 12, 2011 / Rules and Regulations 77109 

Docket Management Facility between 

9 a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. The AD 

docket contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

Docket Office (phone: (800) 647–5527) 

is Document Management Facility, U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE., Washington, 

DC 20590. 

FOR FURTHER INFORMATION CONTACT: 

Carlos Fernandes, Aerospace Engineer, 

Engine Certification Office, FAA, Engine 

& Propeller Directorate, 12 New England 

Executive Park, Burlington, MA 01803; 

phone: (781) 238–7189; fax: (781) 238– 

7199, email: carlos.fernandes@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the specified products. That 

NPRM published in the Federal 

Register on November 23, 2010 (75 FR 

71373). That NPRM proposed to require 

initial and repetitive 360 degree 

borescope inspections of HPT stage 1 

blade outer air seal segments for 

evidence of distress. That NPRM also 

proposed to require incorporation of 

improved design stage 1 blade outer air 

seal segments at the next exposure to 

the HPT module subassembly. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the proposal and the FAA’s 

response to each comment. 

Request To Increase Repetitive 

Inspection Interval 

A commenter, JetBlue Airways 

(JetBlue), requested that the repetitive 

borescope inspection interval be 

increased from 1,200 hours to either 

1,500 or 2,000 hours. JetBlue requested 

the change to coincide with the recent 

extension of its JetBlue maintenance 

check to 1,500 hours or its existing 

borescope inspection interval of 2,000 

hours per its maintenance planning 

document. 

We disagree. We based the 1,200 hour 

interval on risk analysis and it 

demonstrates a minimum level of safety. 

JetBlue did not offer data to support an 

increase in the repetitive inspection 

interval. We did not change the AD in 

response to this comment. 

Request To Use Modified Parts That 

Have Been Reworked 

Three commenters, Lufthansa 

Technik AG, United Airlines, and TAM 

Airlines, requested that the FAA allow 

use of modified parts that have been 

reworked as a terminating action. 

We disagree. The commenters did not 

provide data to suggest that the 

modified parts would correct the unsafe 

condition. Applicants are allowed to 

propose alternative methods of 

compliance per paragraph (h) of this 

AD. We did not change the AD in 

response to this comment. 

Request To Make Compliance Not 

Based on Exhaust Gas Temperature 

(EGT) Margin 

One commenter, Japan Airlines, asked 

that compliance be changed so it does 

not depend on EGT margin or so that a 

longer period of time is allowed to 

check EGT margin. 

We disagree. The unsafe condition 

identified in this AD develops due to 

blade outer air seal degradation which 

is related to reduced EGT margin. The 

EGT margin criteria in Table 1 of the 

compliance section of this AD were 

developed based on field data. 

Operators who lack EGT margin capture 

systems may develop an acceptable 

method to evaluate EGT margin or 

assume the EGT margin criteria in Table 

1 have been met. We did not change the 

AD in response to this comment. 

Request To Clarify EGT Margin 

Three commenters, United Airlines, 

Japan Airlines, and Delta Airlines, 

requested that EGT margin be clarified. 

We agree. We revised paragraph (f) of 

this AD by providing additional 

guidance on EGT margin. 

Request To Establish Corrective Action 

for Each Operator’s Environment 

One commenter, Japan Airlines, asked 

that corrective action be established for 

each operator’s operational 

environment. The commenter believes 

this change is justified because its blade 

outer air seals (BOASs) are in good 

condition. 

We disagree. The EGT margin 

requirement in this AD accounts for the 

operating environment. The calculation 

of operating hours to inspect begins 

when all three criteria in Table 1 exceed 

requirements. We did not change the 

AD in response to this comment. 

Request To Vary EGT Margin 

Two commenters, Japan Airlines and 

TAM Airlines, requested to vary EGT 

margin based on EGT redline/thrust 

level. The commenters believe EGT 

trigger margin is too high and should be 

reduced. 

We disagree. EGT margin will vary 

based on thrust level so there is no need 

to reduce or vary it. We have also seen 

reports that lower redline/thrust engines 

with 45 degree Celsius margins have 

also experienced BOAS damage. We did 

not change the AD in response to this 

comment. 

Request To Address Intersecting Axial 

and Circumferential Cracks 

One commenter, Delta Airlines, asked 

that we address intersecting axial and 

circumferential cracks. 

We agree. We revised the AD by 

updating the SB V2500–ENG–72–0580 

from revision 2 to revision 3 in 

paragraph (f), ‘‘Borescope Inspections.’’ 

Revision 3 of this SB provides revised 

criteria for intersecting axial and 

circumferential cracks. 

Request To Clarify Terminating Action 

Requirement 

One commenter, Delta Airlines, asked 

that we clarify the terminating action 

requirement. Delta Airlines indicated 

that it is unclear if the terminating 

action for this AD is required or is 

optional and requested further 

definition of the HPT module exposure. 

Delta Airlines also asked that the 

paragraph in the terminating action 

requirement that refers to concurrent 

requirements be modified to identify the 

piece part stage 1 support assembly. 

We agree. Terminating action is 

mandatory. To eliminate any 

uncertainty, we revised the heading of 

the ‘‘Terminating Action’’ paragraph to 

‘‘Mandatory Terminating Action’’ to 

clarify that this action is required. We 

also added a definition of HPT module 

exposure to the Mandatory Terminating 

Action paragraph to improve clarity. We 

further modified this paragraph by 

changing the concurrent requirement 

paragraph references to identify the 

piece part stage 1 support assembly. 

Request To Change Engine Inspection 

Criteria 

One commenter, TAM Airlines, 

requested that the criteria for engine 

inspection be determined by EGT 

margin deterioration rate instead of a 

fixed EGT margin value. TAM Airlines 

asked that the current engine inspection 

criteria be merged with high EGT 

margin deterioration rate (°C/1000FH) 

and or EGT margin abrupt trend shifts. 

We disagree. EGT margin allows the 

operator to use more of the available 

stage 1 blade outer air seal segments life 

and correlates with the air seal 

degradation. We did not change the AD 

in response to this comment. 

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77110 Federal Register / Vol. 76, No. 238 / Monday, December 12, 2011 / Rules and Regulations 

Request To Provide Guidance on 

Engine Position Changes 

One commenter, TAM Airlines, asked 

for guidance on how to manage engine 

position changes after going back above 

the EGT margin threshold. 

We agree. We revised the Borescope 

Inspections paragraph to provide 

additional clarification on engine 

position changes. 

Additional Information on Unsafe 

Condition 

One commenter, Airbus, supported 

the FAA’s position on repetitive 

inspections and noted that the potential 

pylon lower spar damage caused by 

HPT case burn-through would not 

prevent continued safe flight and 

landing of the aircraft. 

We disagree. The description used in 

the AD adequately describes the unsafe 

condition. We did not change the AD in 

response to this comment. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting the AD 

with the changes described previously 

and minor editorial changes. We have 

determined that these minor changes: 

• Are consistent with the intent that 

was proposed in the NPRM (75 FR 

71373, November 23, 2010) for 

correcting the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (75 FR 71373, 

November 23, 2010). 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of the AD. 

Costs of Compliance 

We estimate that this AD affects 34 

V2500 A1 series and 510 V2500 A5/D5 

series engines installed on airplanes of 

U.S. registry. We also estimate that it 

will take about 3 work-hours per engine 

to perform one inspection, about 3 

work-hours per engine to install the 

improved durability stage 1 blade outer 

air seal segments, and that the average 

labor rate is $85 per work-hour. 

Required parts cost about $150,882 

(V2500 A1 series) and $155,195 (V2500 

A5/D5 series) per engine. Based on 

these figures, we estimate the total cost 

of the AD to U.S. operators to be 

$84,556,878. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. Subtitle VII: 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701: 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

This AD will not have federalism 

implications under Executive Order 

13132. This AD will not have a 

substantial direct effect on the States, on 

the relationship between the national 

government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

(2) Is not a ‘‘significant rule’’ under 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979), 

(3) Will not affect intrastate aviation 

in Alaska, and 

(4) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

2011–25–08 International Aero Engines: 

Amendment 39–16884; Docket No. 

FAA–2010–0494; Directorate Identifier 

2010–NE–20–AD. 

(a) Effective Date 

This AD is effective January 17, 2012. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to International Aero 

Engines (IAE) V2500–A1, V2522–A5, V2524– 

A5, V2525–D5, V2527–A5, V2527E–A5, 

V2527M–A5, V2528–D5, V2530–A5, and 

V2533–A5 turbofan engines. 

(d) Unsafe Condition 

This AD results from three reports received 

of high-pressure turbine (HPT) case burnthrough events. There have also been 

numerous shop reports of loss of stage 1 

blade outer air seal segments, and HPT case 

bulging. We are issuing this AD to prevent 

HPT case burn-through, uncontrolled undercowl engine fire, and damage to the airplane. 

(e) Compliance 

(1) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified unless the 

actions have already been done. 

(2) For engines that have incorporated IAE 

Service Bulletin (SB) No. V2500–ENG–72– 

0483, Revision 3 or earlier, or IAE SB No. 

V2500–ENG–72–0542, Revision 1 or earlier, 

no further action is required. 

(f) Borescope Inspections 

(1) Perform 360 degree borescope 

inspections of the HPT stage 1 blade outer air 

seal segments for evidence of the distress 

conditions listed in Appendix D of IAE SB 

No. V2500–ENG–72–0580, Revision 3, dated 

August 23, 2011. 

(2) For V2525–D5 and V2528–D5 turbofan 

engines: 

(i) Inspect within 1,000 operating hours 

after the engine meets all criteria as defined 

in Table 1 of this AD, or within 600 operating 

hours after the effective date of this AD, 

whichever is greater. 

(ii) Thereafter, re-inspect within every 

1,000 operating hours or as defined in 

Appendix D of IAE SB No. V2500–ENG–72– 

0580, Revision 3, dated August 23, 2011, 

whichever is less. 

(iii) Use Accomplishment Instructions 

paragraphs 3.B.(1) through 3.B.(3), and 

Appendices A through D of IAE SB No. 

V2500–ENG–72–0580, Revision 3, dated 

August 23, 2011, to do these inspections. 

(3) For V2500–A1, V2522–A5, V2524–A5, 

V2527–A5, V2527E–A5, V2527M–A5, 

V2530–A5, and V2533–A5 turbofan engines: 

(i) Inspect within 1,200 operating hours 

after the engine meets all criteria as defined 

in Table 1 of this AD, or within 600 operating 

hours after the effective date of this AD, 

whichever is greater. 

(ii) Thereafter, re-inspect within every 

1,200 operating hours or as defined in 

Appendix D of IAE SB No. V2500–ENG–72– 

0580, Revision 3, dated August 23, 2011, 

whichever is less. 

(iii) Use Accomplishment Instructions 

paragraphs 3.A.(1) through 3.A.(3), and 

Appendices A through D of IAE SB No. 

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Federal Register / Vol. 76, No. 238 / Monday, December 12, 2011 / Rules and Regulations 77111 

V2500–ENG–72–0580, Revision 3, dated 

August 23, 2011, to do these inspections. 

TABLE 1—STAGE 1 BLADE OUTER AIR SEAL SEGMENT INSPECTION COMPLIANCE CRITERIA

Engine model 

Stage 1 blade outer air 

seal segments hourssince-new or since-lastrepair 

(greater than) 

Stage 1 blade outer air 

seal segments cyclessince-new or since-lastrepair 

(greater than) 

Exhaust gas 

temperature margin 

degrees 

Celsius 

(less than) 

A1 ................................................................................................. 6,000 3,800 45 

A5 ................................................................................................. 6,000 3,500 45 

D5 ................................................................................................ 5,000 3,500 45 

(4) Exhaust Gas Temperature Margin is 

defined as the expected margin during a sealevel takeoff on a 30-degree Celsius Outside 

Air Temperature Day. Guidance on how to 

calculate EGT margin can be found in IAE 

SIL 057. EGT margin smoothed data (data 

averaged over 6 consecutive flights) is to be 

compared with the criteria in Table 1. If a gap 

in EGT data exists due to temporary loss of 

data, you may use linear interpolation. 

Calculate operating hours from the point 

when all criteria exceed the requirements in 

Table 1. 

(5) Except as provided below, the 

inspection of paragraphs (f)(2)(i) through 

(f)(2)(iii) and (f)(3)(i) through (f)(3)(iii) must 

be performed after all the criteria in Table 1 

are satisfied; regardless of subsequent EGT 

margin calculations or engine rating changes. 

Temporary EGT margin excursions below the 

criteria in Table 1 that are corrected with 

simple troubleshooting methods (e.g., LRU 

(line replaceable unit) replacement or 

correction of a measurement error) do not 

constitute satisfying the criteria in Table 1. 

(g) Mandatory Terminating Action 

(1) As terminating action to the repetitive 

360 degree borescope inspections required in 

paragraphs (f)(2)(ii) and (f)(3)(ii) above, 

install improved durability stage 1 blade 

outer air seal segments at the next HPT 

module subassembly exposure, which is 

defined as separation of the HPT module 

mating flanges. 

(i) For V2500–A1 turbofan engines, use 

paragraphs 1.B., Concurrent Requirements, 

and paragraphs 3.(1)(a), 3.(1)(b)(iii), and 

3.(2)(a) of the Accomplishment Instructions 

of IAE SB No. V2500–ENG–72–0542, 

Revision 1, dated January 7, 2009, to do the 

installation. 

(ii) For V2522–A5, V2524–A5, V2525–D5, 

V2527–A5, V2527E–A5, V2527M–A5, 

V2528–D5, V2530–A5, and V2533–A5 

turbofan engines, use paragraphs 1.B., 

Concurrent Requirements, and paragraphs 

3.(1)(a), 3.(1)(b), 3.(1)(c)(ii), and 3.(2)(a) of the 

Accomplishment Instructions of IAE SB No. 

V2500–ENG–72–0483, Revision 3, dated 

January 7, 2009, to do the installation. 

(iii) Both IAE SBs No. V2500–ENG–72– 

0542, Revision 1, and SB No. V2500–ENG– 

72–0483, Revision 3, require modification of 

the stage 1 HPT support assembly before 

installing the new blade outer air seal 

segments. You must complete the 

modification using those SBs, as applicable 

to the appropriate engine model, to properly 

perform the mandatory terminating action of 

this AD. 

(h) Alternative Methods of Compliance 

The Manager, Engine Certification Office, 

may approve alternative methods of 

compliance for this AD. Use the procedures 

found in 14 CFR 39.19 to make your request. 

(i) Related Information 

(1) For more information about this AD, 

contact Carlos Fernandes, Aerospace 

Engineer, Engine Certification Office, FAA, 

Engine & Propeller Directorate, 12 New 

England Executive Park, Burlington, MA 

01803; phone: (781) 238–7189; fax: (781) 

238–7199; email: carlos.fernandes@faa.gov. 

(2) Contact International Aero Engines AG, 

628 Hebron Avenue Suite 400, Glastonbury, 

CT 06033; phone: (860) 368–3700; fax: (860) 

368–4600; email: iaeinfo@iaev2500.com; 

Web site: 

https://www.iaeworld.com; for a copy of the 

service information referenced in this AD. 

(j) Material Incorporated by Reference 

(1) You must use the following service 

information to do the actions required by this 

AD, unless the AD specifies otherwise. The 

Director of the Federal Register approved the 

incorporation by reference (IBR) under 5 

U.S.C. 552(a) and 1 CFR part 51 of the 

following service information on the date 

specified: 

(i) International Aero Engines (IAE) SB No. 

V2500–ENG–72–0580, Revision 3, dated 

August 23, 2011, approved for IBR January 

17, 2012. 

(ii) IAE SB No. V2500–ENG–72–0542, 

Revision 1, dated January 7, 2009, approved 

for IBR January 17, 2012. 

(iii) IAE SB No. V2500–ENG–72–0483, 

Revision 3, dated January 7, 2009, approved 

for IBR January 17, 2012. 

(2) For service information identified in 

this AD, contact International Aero Engines 

AG, 628 Hebron Avenue, Suite 400, 

Glastonbury, CT 06033; phone: (860) 368– 

3700; fax: (860) 368–4600; email: iaeinfo@

iaev2500.com; Web site: https://www.iae

world.com. 

(3) You may review copies of the service 

information at the FAA, Engine & Propeller 

Directorate, 12 New England Executive Park, 

Burlington, MA 01803. For information on 

the availability of this material at the FAA, 

call (781) 238–7125. 

(4) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at an NARA facility, call (202) 741– 

6030, or go to http://www.archives.gov/

federal_register/code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Burlington, MA, on November 

30, 2011. 

Peter A. White, 

Manager, Engine & Propeller Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–31663 Filed 12–9–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 97 

[Docket No. 30815; Amdt. No. 3454] 

Standard Instrument Approach 

Procedures, and Takeoff Minimums 

and Obstacle Departure Procedures; 

Miscellaneous Amendments 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: This rule establishes, amends, 

suspends, or revokes Standard 

Instrument Approach Procedures 

(SIAPs) and associated Takeoff 

Minimums and Obstacle Departure 

Procedures for operations at certain 

airports. These regulatory actions are 

needed because of the adoption of new 

or revised criteria, or because of changes 

occurring in the National Airspace 

System, such as the commissioning of 

new navigational facilities, adding new 

obstacles, or changing air traffic 

requirements. These changes are 

designed to provide safe and efficient 

use of the navigable airspace and to 

promote safe flight operations under 

instrument flight rules at the affected 

airports. 

DATES: This rule is effective December 

12, 2011. The compliance date for each 

SIAP, associated Takeoff Minimums, 

and ODP is specified in the amendatory 

provisions. 

The incorporation by reference of 

certain publications listed in the 

mstockstill on DSK4VPTVN1PROD with RULES