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. 

(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. 

(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. 

(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 

http://www.regulations.gov by searching for 

and locating Docket No. FAA–2015–1737. 

(i) 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) 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 http://

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: http://

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 

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 http:// 

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Federal Register / Vol. 80, No. 101 / Wednesday, May 27, 2015 / Rules and Regulations 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 http://

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 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. 

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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30140 Federal Register / Vol. 80, No. 101 / Wednesday, May 27, 2015 / Rules and Regulations 

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 

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Federal Register / Vol. 80, No. 101 / Wednesday, May 27, 2015 / Rules and Regulations 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 

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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. 

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 

■ 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 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. 

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30144 Federal Register / Vol. 80, No. 101 / Wednesday, May 27, 2015 / Rules and Regulations 

1The 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. 

(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 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: 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. 

[FR Doc. 2015–12068 Filed 5–26–15; 8:45 am] 

BILLING CODE 4910–13–P 

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 

AGENCY: Office of the Secretary (OST), 

Department of Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: 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: 

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 

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 

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