DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[4910-13-P] 

[Docket No. F AA-2009-1100; Directorate Identifier 2009-NE-37-AD; Amendment 

39-18159; AD 2014-36-0 ll 

RIN 2120-AA64 

Ainvorthiness 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-A l, V2525-D5, and V2528-05 turbofan 

engines, and certain serial numbers (SINs) of IAE Y2522-A5, Y2524-A5, Y2527-A5, 

Y2527E-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 US Is of the 

HPC stage 3 to 8 drum, revises the inspection intervals, requires performing ECI or fPT, 

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 [INSERT DATE 35 DAYS AFTER DATE OF 

PUBLICATION IN THE FEDERAL REGISTER]. 
The Director of the Federal Register approved the incorporation by reference of a 

certain publication listed in this AD as of (INSERT DATE 35 DAYS AFTER DATE OF 

PUBLICATION IN THE FEDERAL REGISTER]. 

ADDRESSES: For service information identified in this AD, contact International Aero 

Engines AG, 400 Main Street, East Hartford, CT 061 18; 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 f /\A, 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 

http://www.regulations.gov by searching for and locating Docket No. F /\A-2009-1 1 00 

Examining the AD Docket 

You may examine the AD docket on the Internet at http://www.regulations.gov by 

searching for and locating Docket No. F AA-2009-1 1 00; 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 ofTransportation, 

Docket Operations, M-30, West Building Ground Floor, Room W 12-140, 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: 78 1-238-7199; email: 

martin.adler@faa.gov. 

2 
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 

20 12-09-09"). AD 2012-09-09 applied to all iAE V2500-Al, V2525-D5, and V2528-D5 

turbofan engines, and certain SINs of IAE V2522-A5, V2524-A5, V2527-A5, V2527EA5, V2527M-A5, V2530-A5, and V2533-/\5 turbofan engines. The NPRM published in 

the Federal Register on December 24, 20 14 (79 FR 774 11 ). 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 FPT, and initial and 

repetitive US Is of certain HPC stage 3 to 8 drums. The NPRM also proposed to expand 

the affected population for initial and repetitive US Is 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, 

20 14) 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, 20 14) 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 I.E. in IAE Alert Non-Modification Service Bulletin (NMSB) No. V2500-

3 
ENG-72-A06 15, Revision 6, dated September 4, 20 14." 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 refetTing 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 re ference 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 piecepart 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 

c larified 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 /\0 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. 

4 
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 tor 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)(l) and (t)(2) 

were changed fl·om " ... ofthe last USI." to " ... ofthe 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 7741 1, 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 Compli ance 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 re flect 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 

5 
first instance of each SB referenced in the paragraph. We changed the Related 

Information paragraph by changing the date oflAE 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 seria l 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 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 usc 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. lfthe engine distributions change 

significantly in the future, we would consider additional rulemaki ng. We did not change 

the AD. 

Request to Change Service Information 

Rolls Royce pic proposed that revision 6 of IAE Alert NMSB No. Y2500-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 j ustification 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 oflAE Alert 

NMSB No. V2500-ENG-72-A0615. We did not change the AD. 

6 
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. fAE 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 7741 1, December 24, 20 14) and should 

not be mandated by the AD. 

We agree that fAE Alert NMSB No.V2500-ENG-72-0638 should not be 

incorporated by reference. We changed the AD to remove the requirement to use lAE 

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 perfom1 the 

USl. 

Request Change to Relevant Service Information 

UA and Delta Airlines requested that lAE NMSB No. V2500-ENG-72-0638 be 

added to the Relevant Service Information paragraph. 

We partially agree. We do not agree with adding fAE NMSB No. V2500-ENG72-0638 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 lnfonnation 

paragraph. 

Request Clarification of Compliance Time 

UA and LA TAM Airlines requested clarification on the difference between the 

AD and SB tenninating actions for compliance time to incorporate terminating action. 

The AD requires accomplishment within 9,450 cycles after the effective date of the AD, 

7 
whil e the SB requires accomplishment by December 3 1, 202 1. 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 p lanned. 

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 clari fication 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 identifi ed that IAE NMSB No. V2500-ENG-72-0638, Part 8 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 20 12-09-09 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 lAE NMSB No. 

V2500-ENG-72-0638 in paragraph (e) ofthis AD. 

Request to Include a Ferry Flight 

UA requested that the AD be changed to allow a one-cycle fe rry fli ght. No 

justifi cation was given. 

8 
We do not agree. Per 14 Cf.R 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, 20 14). 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, particularl y if the engine has already exceeded 

the shortened interva l. 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 afrer 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 USJ procedures, as defi ned in IAE NMSB No. V2500-ENG72-0638, which lift the probe off the surface of the drum, should not be mandated. The 

USI procedures, in IAE NMSB No. Y2500-ENG-72-0638, use a "clamp" added to the 

USl probe to lift the probe off of the drum. This procedure relies on couplant to fi ll 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. 

9 
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 va lid methods of 

inspection. We disagree that the procedure in lAE 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 

infonnation 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) Vl6660 and higher as the introduction 

of the terminating action configuration began with ESN V 16660 based on the 

applicability of IAE SB V2500-ENG-72-0632 that introduced si lver free nuts. 

We do not agree. The AD applicabi li ty is correct. The applicability defined in 

IAE SB V2500-ENG-72-0632 does not re flect 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 of2021, and that the hard time for part removals will drive younger 

10 
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 

fa il ure, this should also be the case after 9,450 flight cycles (FC). Additionally, the 

overall risk in the fl eet 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 inc ludes 

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 FPl, USl, 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 

additiona l testing is requested or required to prove a crack exists. We did not change the 

AD. 

l l 
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)( I) 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. TAE 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.Y2500-ENG-72-0615, 

Revision 2 and earlier, be removed from the "Credit lor Previous Actions" paragraph 

because these SB revisions do not require complete inspection of the drum c ircumference 

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. 

Y2500-ENG-72-0603, IAE NMSB No. V2500-ENG-72-0608, Revision 2 and earlier, 

12 
and JAE NMSB No. V2500-ENG-72-A06 15, Revision 2 and earlier, from the Credit for 

Previous Actions paragraph. 

Request to Simplify Compliance 

Delta Airlines commented that the compli ance plan as proposed in the NPRM (79 

FR 77411, December 24, 2014), is too complicated. Delta said that it requires: (I) 

knowledge of where the HPC 3-8 drum(s) have operated by flight number for the Y2500-

A I 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) 

install ed 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 infonnation 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. Y2500-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 Y2500-

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 

pa1t numbers listed for each group represent the possible drum part numbers for all the 

13 
noted engine models listed in the group. These groupings do not otherwise indicate that 

patt numbers are interchangeable among the engine models. The groups that include 

V2500-D5 (GroupE 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 hardtime 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 of9,450 

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 p lace of performing 

the terminating actions. We did not change the AD. 

Request to Revise Mandatory Terminating Action 

MTU requested that the mandatory tenninating 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 repl acement. 

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. 

14 
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 7741 1, 

December 24, 2014) for correcting the unsafe condition; and 

• Do not add any additional burden upon the public than was a lready proposed 

in the NPRM (79 FR 7741 1, 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. 

Costs of Compliance 

We estimate that this AD will affect 956 engi nes 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 rPJ or ECr 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 Rulcmaking 

Title 49 of the United States Code specifies the FAA's authority to issue rules on 

aviation safety. Subtitle I, Section I 06, describes the autho1ity 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 V II, 

Part A, Subpart III, Section 4470 I, "General requirements." Under that section, Congress 

15 
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 re lationship 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 Polic ies and Procedures 

( 44 foR 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, Aircral1, Aviation safety, Incorporation by reference, Safety. 

Adoption of the Amendment 

Accordingly, under the authority delegated to me by the Admi nistrator, 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), 401 13, 44701. 

16 
§ 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, 20 12), and adding the following new 

AD: 

2014-36-01 International Aero Engines AG: Amendment 39-18159 Docket 

No. r: AA-2009- 11 00; Directorate Identifier 2009-NE-37-AD. 

(a) Effective Date 

This AD is effective [INSERT DATE 35 DAYS AI7TER DATE OF 

PUBLICATION TN THE FEDERAL REGISTER]. 

(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: 

( I) All International Aero Engines AG (I A E) Y2500-A I turbofan engines; and 

(2) All IAE V2525-D5 and Y2528-D5 turbofan engines; and 

(3) TAE Y2522-A5, V2524-A5, V2527-A5, Y2527E-A5, V2527M-A5, V2530-

A5, and Y2533-A5 turbofan engines with serial numbers (SINs) V 1000 I through 

Yl3 190, and V 15001 through V16728, excluding Yl6707. 

(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 

a irplane. 

17 
(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)(l) 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-A 1 turbofan engines with SINs listed in "Group A" or "Group B" 

in paragraph I.E. in IAE Alert Non-Mandatory Service Bulletin (NMSB) No. V2500-

ENG-72-A0615, Revision 6, dated September 4, 2014, perform an initial UST of the HPC 

stage 3 to 8 drum withi n 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 USl of the HPC stage 3 to 8 drum - Group "C": 

For IAE V2500-A5 turbofan engines with SINs listed in "Group C" in paragraph 

l.E. in IAE Alert NMSB No. V2500-ENG-72-A06 15, Revision 6, dated September 4, 

2014, perform an initial UST 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 USl of the HPC stage 3 to 8 drum - Group " 0 " : 

For IAE V2500-A5 turbofan engines with SINs listed in "Group D" in paragraph 

I.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 fi·om the effective date of this AD, 

whichever occurs later. 

18 
(4) Initial USI of the HPC stage 3 to 8 drum - Group "E": 

For IAE V2SOO-A I, -AS, and - D5 turbofan engines not listed in "Group A," 

"Group B," "Group C," or "Group D," and with drum assembly part numbers (PINs) 

listed in .. Group E" in paragraph l.E. in lAE Alert NMSB No. V2SOO-ENG-72-A061S, 

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,SOO 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 TAE V2SOO-A I, -AS, and - DS turbofan engines not listed in "Group A," 

"Group B," "Group C," or "Group D," and with drum assembly PINs listed in "Group r-'" 

in paragraph I.E. in IAE Alert NMSB No. V2SOO-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 

(I) ror engines included in "Group A," "Group B," "Group C," "GroupE," or 

·'Group F," as defined in paragraph (e) of this AD, perfom1 repetitive USis of the HPC 

stage 3 to 8 drum within every ?SO cycles of the last USI after the initial inspection 

required by paragraph (e) ofthis AD. 

(2) For engines included in "Group 0 ," as defined in paragraph (e) of this AD, 

perform repetitive USis of the HPC stage 3 to 8 drum within every SOO 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 l.E. in IAE Alert NMSB No. V2500-ENG-72-A061S, Revision 6, 

dated September 4, 20 14. 

19 
(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 PIN IAE2R19865 

for IAE Y2500-A I engines, PIN lAE2R 19852 or IAE2R 19879 for IAE Y2500-A5 

engines, and PIN IAE2RI 9874 for IAE V2500-D5 engines. Inspect the stage 8 disk ofthe 

HPC stage 3 to 8 drum on the inner diameter at the inner radius position using ultrasonic 

probe manipulator assembly PIN IAE2RI9870 for IAE V2500-A 1 engines, PIN 

IAE2R 19859 or IAE2Rl 9880 for IAE Y2500-A5 engines, and PIN IAE2RI9876 for IAE 

Y2500-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. 

( I) Calibrate the ultrasonic equipment using the following parameters and the 

acceptance criteria listed in paragraph 3.A.(l)(a) of IAE Alert NMSB No. V2500-ENG72-A0615, Revision 6, dated September 4, 2014. Use working standard PIN 1AE2Rl9854 

for outer diameter inspection and working standard PIN IAE2Rl 9860 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 fi.tll 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 di vision time base 

20 
(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.( l )(a) of IAE Alert NMSB No. V2500-ENG-72-A0615, Revision 6, dated 

September 4, 20 14 

(3) After completing the inspection of each feature, verify the calibration ofthe 

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), PINs 

AS44862 or AS64367, that attach the HPC stage 3 to 8 drum to the HPC stage 9 to 12 

drum. 

or 

(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, 

(ii) Eddy current inspection (ECI) of the HPC stage 3 to 8 drum for cracks. 

(i) J nstallation Prohibition 

After the effective date of this AD, do not install any silver-plated nuts, PIN 

AS44862 or AS64367, into any engine. 

G) Mandatory Terminating Action 

Within 9,450 cycles after the effective date of this AD, but not later than 

December 31, 2025, install: 

2 1 
(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 H PC stage 9 to 12 

drum. 

(k) Definition 

For the puq)ose 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. 

(I) 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, 20 I l ; 

IAE Alert NMSB No. V2500-ENG-72-0615, Revision 4, dated May 2, 20 13; and IAE 

Alert NMSB No. V2500-ENG-72-0615, Revision 5, dated August 5, 2014. 

(iii) IAE NMSB No. V2500-ENG-72-0638, dated Aprilll, 20 13. 

(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 

( I) For more information about this AD, contact Martin Adler, Aerospace 

Engineer, Engine Certification Office, FAA, Engine & Propeller Directorate, 12 New 

22 
England Executive Park, Burlington, MA 01803 ; phone: 78 1-238-7157; tax: 781-238-

7199; email: martin.adler@faa.gov. 

(2) IAE NMSB No. V2500-ENG-72-0638, dated April I I, 20 13; IAE NMSB No. 

V2500-ENG-72-0637, dated May 2, 2013; IAE NMSB No. V2500-ENG-72-0625, dated 

October 8, 20 14; IA E EM Task 72-41-11-200-00 I ; 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 I I, 2013 provides guidance on performing the USl. IAE NMSB No. 

V2500-ENG-72-0637 and TAE EM Task 72-41-1 I -200-00 I 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 72-4 I-I I-I I 0-00 I provides guidance on 

cleaning the HPC stage 3 to 8 drum. 

(o) Material Incorporated by Reference 

( I) 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 5 I. 

(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. 

Y2500-ENG-72-A0615, Revision 6, dated September 4, 20 I 4. 

(ii) Reserved. 

(3) For IAE service information identified in this AD, contact International Aero 

Engines AG, 400 Main Street, East Hartford, CT 06 11 8; phone: 860-368-3700; fax: 860-

368-4600; email: iaeinfo@iaev2500.com; Internet: https://www.iaeworld.com. 

23 
(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 ofthis material at the FAA, call781 -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, 

call202-74 1-6030, or go to: http://www.archives.gov/federal-register/cfr/ibrlocations.html. 

Issued in Burlington, Massachusetts, on April 30, 2015. 

Colleen M. D' Alessandro, 

Assistant Directorate Manager, Engine & Propeller Directorate, 

Aircraft Certification Service. 

24