31176 Federal Register / Vol. 77, No. 102 / Friday, May 25, 2012 / Rules and Regulations 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2007–28059; Directorate 

Identifier 2007–NE–13–AD; Amendment 39– 

17061; AD 2012–10–12] 

RIN 2120–AA64 

Airworthiness Directives; Rolls-Royce 

plc (RR) Turbofan Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are superseding an 

existing airworthiness directive (AD) for 

all RR RB211–Trent 553–61, 553A2–61, 

556–61, 556A2–61, 556B–61, 556B2–61, 

560–61, 560A2–61, 768–60, 772–60, 

772B–60, 875–17, 877–17, 884–17, 

884B–17, 892–17, 892B–17, and 895–17 

turbofan engines. That AD currently 

requires inspecting the intermediatepressure (IP) compressor rotor shaft rear 

balance land for cracks. This new AD 

continues to require initial inspections, 

adds additional inspections, and a 

mandatory terminating action. This AD 

was prompted by additional cracking on 

RB211–Trent 700 and RB211–Trent 800 

IP compressor rotor shafts found since 

the existing AD was issued. We are 

issuing this AD to detect cracking on the 

IP compressor rotor rear balance land. IP 

compressor rotor rear balance land 

cracking can lead to uncontained failure 

of the rotor and damage to the airplane. 

DATES: This AD is effective June 29, 

2012. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of June 29, 2012. 

ADDRESSES: For service information 

identified in this AD, contact RollsRoyce plc, Corporate Communications, 

P.O. Box 31, Derby, England, DE248BJ; 

phone: 011–44–1332–242424; fax: 011– 

44–1332–245418; or email from http:// 

www.rolls-royce.com/contact/ 

civil_team.jsp. You may review copies 

of the referenced service information at 

the FAA, Engine & Propeller Directorate, 

12 New England Executive Park, 

Burlington, MA 01803. For information 

on the availability of this material at the 

FAA, call 781–238–7121. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 

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

Friday, except Federal holidays. The AD 

docket contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

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

Document Management Facility, U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE., Washington, 

DC 20590. 

FOR FURTHER INFORMATION CONTACT: 

Alan Strom, Aerospace Engineer, Engine 

Certification Office, FAA, 12 New 

England Executive Park, Burlington, 

MA; phone: 781–238–7143; fax: 781– 

238–7199; email: alan.strom@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a supplemental notice of 

proposed rulemaking (SNPRM) to 

amend 14 CFR part 39 to supersede AD 

2008–18–08, Amendment 39–15665 (73 

FR 52201, September 9, 2008). That AD 

applies to the specified products. The 

SNPRM published in the Federal 

Register on January 20, 2012 (77 FR 

2932). The original NPRM (76 FR 64283, 

October 18, 2011) proposed to continue 

to require initial inspections, add 

additional inspections, and an optional 

terminating action. The SNPRM 

proposed to continue to require initial 

inspections, add additional inspections, 

and a mandatory terminating action. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the proposal and the FAA’s 

response to each comment. 

Request To Correct the Type of 

Inspection Called Out 

One commenter, Rolls-Royce plc, 

requested that we change ‘‘Since we 

issued that NPRM, RR has ceased efforts 

to develop an on-wing ECI’’ to ‘‘Since 

we issued that NPRM, RR has ceased 

efforts to develop an on-wing ultrasonic 

inspection.’’ The commenter stated that 

they were developing an ultrasonic 

inspection, not an ECI. 

We agree that we called out the wrong 

type of inspection in that part of the 

SNPRM preamble. However, that 

information is not repeated in the final 

rule. We did not change the AD. 

Request To Correct Reference Errors 

Two commenters, The Boeing 

Company and Rolls-Royce plc, 

requested that we change the service 

bulletin number in paragraph (k)(2)(iii), 

from RR Alert Service Bulletin (ASB) 

No. RB.211–72–AG401, Revision 2, 

dated July 5, 2011, to RR ASB No. 

RB.211–72–AG402, Revision 1, dated 

January 11, 2011. They also requested 

that we correct the paragraph (j)(1) to 

(j)(2) in that same paragraph. 

We partially agree. We agree that we 

misnumbered the service bulletins. We 

do not agree to correct them because we 

deleted paragraph (k)(2)(iii) from the 

final AD. 

Request To Clarify That Re-Balancing 

Eliminates the Requirement for All 

Repetitive Inspections 

Rolls-Royce plc requested that we 

clarify that re-balancing eliminates the 

requirement for all repetitive 

inspections. 

We agree. We changed the AD so that 

the mandatory terminating action 

eliminates the requirements for both onwing and in-shop repetitive inspections. 

Request for Clarification of Inspections 

Acceptable for Use 

American Airlines requested that we 

make it clear that the inspections 

required in paragraph 2(f)(1) of the 

SNPRM are acceptable for use whether 

the engine is on-wing (installed on an 

airplane) or in-shop, but not during 

maintenance defined as a shop visit by 

the AD. American also recommended 

that we re-arrange the inspections in 

paragraphs (f)(1) and (f)(2) so that they 

are aligned with on-wing and off-wing 

maintenance activities. 

We agree. We clarified the AD by 

eliminating the headings of ‘‘On-Wing 

Inspections’’ and ‘‘In-Shop Inspections’’ 

from paragraphs (f)(1), (f)(2), (g)(1), and 

(g)(2) of the AD. We also re-numbered 

the sub-paragraphs under paragraph (f), 

to (1), (2) and (3), without sub-headings. 

We also re-numbered the subparagraphs under paragraph (g) to (1), 

(2) and (3), without sub-headings. 

Request To Delete the Re-Balance 

Requirement 

American Airlines requested that in 

the Mandatory Terminating Action 

paragraph (j) of the SNPRM, we delete 

the requirement to re-balance the 

engines in accordance with ASBs No. 

RB.211–72–AG401 and No. RB.211–72– 

AG402. Instead, require inspection of 

the IP compressor rear shaft balance 

land, prohibit re-installation of balance 

weights on the IP compressor rear shaft 

balance land, simplify paragraph (k) to 

combine the previous credit inspection 

paragraphs, and delete the re-balancing 

paragraph. 

The commenter stated that removal of 

the unsafe condition is accomplished by 

removal of the IP compressor balance 

weights from the rear balance land, 

which stops the fretting that causes the 

compressor rear shaft to crack. 


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Federal Register / Vol. 77, No. 102 / Friday, May 25, 2012 / Rules and Regulations 31177 

We partially agree. We agree with 

eliminating the requirement to rebalance the engine in accordance with 

ASBs No. RB.211–72–AG401 and No. 

RB.211–72–AG402, and removing the 

associated previous credit paragraphs 

because permanently removing the 

existing balance weights from the IP 

compressor rotor rear shaft balance land 

eliminates the unsafe condition. 

Accordingly, we changed the AD by 

eliminating the requirement to rebalance the engine in accordance with 

ASBs No. RB.211–72–AG401 and No. 

RB.211–72–AG402. We do not agree 

with further simplifying paragraph (k) 

because we maintained all of the subparagraphs for paragraph (f) and (g). 

We also added the following 

Prohibition Statement: ‘‘Once you have 

accomplished paragraphs (j)(1) or (j)(2) 

of this AD, do not re-install balance 

weights on the compressor rear shaft 

balance land.’’ 

We also deleted previous credit for rebalancing paragraphs (k)(1)(iii) and 

(k)(2)(iii) from the AD. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting the AD 

with the changes described previously. 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of the AD. 

Costs of Compliance 

We estimate that this AD will affect 

about 136 engines installed on airplanes 

of U.S. registry. We also estimate that it 

will take about 3.5 work-hours per 

engine to perform the on-wing/in-shop 

visual inspections, about 2.5 work-hours 

per engine to perform the in-shop eddy 

current inspections, and about 8 workhours to rebalance the IP compressor. 

The average labor rate is $85 per workhour. Based on these figures, we 

estimate the total cost of the AD to U.S. 

operators to be $470,696. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

Section 106, describes the authority of 

the FAA Administrator. Subtitle VII, 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701, 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We have determined that this AD will 

not have federalism implications under 

Executive Order 13132. This AD will 

not have a substantial direct effect on 

the States, on the relationship between 

the national government and the States, 

or on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

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

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979), 

(3) Will not affect intrastate aviation 

in Alaska, and 

(4) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 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) 

2008–18–08, Amendment 39–15665 (73 

FR 52201, September 9, 2008), and 

adding the following new AD: 

2012–10–12 Rolls-Royce plc: Amendment 

39–17061; Docket No. FAA–2007–28059; 

Directorate Identifier 2007–NE–13–AD. 

(a) Effective Date 

This AD is effective June 29, 2012. 

(b) Affected ADs 

This AD supersedes AD 2008–18–08, 

Amendment 39–15665, (73 FR 52201, 

September 9, 2008). 

(c) Applicability 

This AD applies to Rolls-Royce plc (RR) 

RB211–Trent 553–61, 553A2–61, 556–61, 

556A2–61, 556B–61, 556B2–61, 560–61, 

560A2–61, 768–60, 772–60, 772B–60, 875– 

17, 877–17, 884–17, 884B–17, 892–17, 892B– 

17, and 895–17 turbofan engines. 

(d) Unsafe Condition 

This AD was prompted by additional 

cracking on RB211–Trent 700 and RB211– 

Trent 800 IP compressor rotor shafts found 

since the existing AD 2008–18–08, 

Amendment 39–15665, (73 FR 52201, 

September 9, 2008) was issued. We are 

issuing this AD to detect cracking on the IP 

compressor rotor rear balance land. IP 

compressor rotor rear balance land cracking 

can lead to uncontained failure of the rotor 

and damage to the airplane. 

(e) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(f) RB211–Trent 700 Series Engines—Rear 

Balance Land Inspections 

(1) Within 625 cycles-in-service (CIS) after 

the effective date of this AD, borescope 

inspect the IP compressor rotor shaft rear 

balance land. Use RB211 Trent 700 Series 

Propulsion System Non-Modification Alert 

Service Bulletin (NMASB) No. RB.211–72– 

AG270, Revision 4, dated March 21, 2011, 

sections 3.A.(2)(a) through 3.A.(2)(c) and 

3.A.(3)(a) through 3.A.(3)(c), or 3.B.(2)(a) 

through 3.B.(2)(c) and 3.B.(4)(a) through 

3.B.(4)(c), to do the inspection. 

(2) Thereafter, repeat the inspection within 

every 625 cycles-since-last inspection (CSLI). 

You may count CSLI from the last borescope 

inspection or the last eddy current inspection 

(ECI), whichever has occurred last. 

(3) At each shop visit after the effective 

date of this AD, perform an ECI and visually 

inspect the IP compressor rotor rear shaft 

balance land, and visually inspect the 

balance weights. Use RB211 Trent 700 and 

800 Series Propulsion Systems NMASB No. 

RB.211–72–AG085, Revision 2, dated July 7, 

2011, sections 3.A. through 3.D.(3)(b)(v), 

except paragraphs 3.D.(3)(a)(ii) and 

3.D.(3)(b)(iii), to do the inspections. 

(g) RB211–Trent 800 Series Engines—Rear 

Balance Land Inspections 

(1) Within 475 CIS after the effective date 

of this AD, borescope inspect the IP 

compressor rotor shaft rear balance land. Use 

RB211 Trent 800 Series Propulsion System 

NMASB No. RB.211–72–AG264, Revision 5, 

dated March 21, 2011, sections 3.A.(2)(b) 

through 3.A.(2)(c) and 3.A.(3)(a) through 

3.A.(3)(c), or 3.B.(2)(a) through 3.B.(2)(c) and 

3.B.(4)(a) through 3.B.(4)(c), to do the 

inspection. 

(2) Thereafter, repeat the inspection within 

every 475 CSLI. You may count CSLI from 

the last borescope inspection or the last ECI, 

whichever has occurred last. 

(3) At each shop visit, perform an ECI and 

visually inspect the IP compressor rotor rear 

shaft balance land, and visually inspect the 

balance weights. Use RB211 Trent 700 and 

800 Series Propulsion Systems NMASB No. 


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31178 Federal Register / Vol. 77, No. 102 / Friday, May 25, 2012 / Rules and Regulations 

RB.211–72–AG085, Revision 2, dated July 7, 

2011, sections 3.A. through 3.D.(3)(b)(v), 

except paragraphs 3.D.(3)(a)(ii) and 

3.D.(3)(b)(iii), to do the inspections. 

(h) RB211–Trent 500 Series Engines—InShop Rear Balance Land Inspections 

At each shop visit, perform an ECI of the 

IP compressor rotor shaft and visually 

inspect the balance weights. Use RB211 Trent 

500 Series Propulsion System NMASB No. 

RB.211–72–AF260, Revision 5, dated July 7, 

2011 sections 3.A. through 3.B.(3)(a)(iii) to do 

the visual inspection, or RB211 Trent 500 

and 900 Series Propulsion Systems NonModification Service Bulletin (NMSB) No. 

RB.211–72–G448, Revision 3, dated July 7, 

2011 section 3.D.(1) through 3.D.(14) to do 

the ECI. 

(i) Definition 

For the purposes of this AD, a shop visit 

is defined as introduction of an engine into 

a shop, and disassembly sufficient to expose 

the IP compressor module rear face. 

(j) Mandatory Terminating Action for 

RB211–Trent 700 and RB211–Trent 800 

Engines 

(1) Perform mandatory terminating action 

to the in-shop repetitive inspections in 

paragraph (f)(2) and (f)(3) of this AD. At the 

next shop visit in which any level of 

inspection or strip is scheduled to be carried 

out on the IP compressor, modify RB211– 

Trent 700 engines by removing the existing 

IP compressor balance weights. 

(2) Perform mandatory terminating action 

to the in-shop repetitive inspections in 

paragraph (g)(2) and (g)(3) of this AD. At the 

next shop visit in which any level of 

inspection or strip is scheduled to be carried 

out on the IP compressor, modify RB211– 

Trent 800 engines by removing the existing 

IP compressor balance weights. 

(3) Once you have accomplished paragraph 

(j)(1) or (j)(2) of this AD, do not re-install 

balance weights on the IP compressor rear 

shaft balance land. 

(k) Credit for Previous Actions 

(1) For RB211–Trent 700 series engines: 

(i) If you borescope inspected your RB211– 

Trent 700 series engine using RB211 Trent 

700 Series Propulsion System NMASB No. 

RB.211–72–AG270, Revision 1, dated 

December 14, 2009, or Revision 2, dated 

December 21, 2010, or Revision 3, dated 

February 25, 2011, before the effective date 

of this AD, you have satisfied the 

requirements of paragraph f(1) of this AD. 

(ii) If you performed the ECI and visual 

inspection of your RB211–Trent 700 series 

engines using RB211 Trent 700 and 800 

Series Propulsion Systems NMASB No. 

RB.211–72–AG085, Revision 1, dated 

September 27, 2010, before the effective date 

of this AD, you have satisfied the ECI and 

visual inspections required by paragraph 

(f)(3) of this AD. 

(2) For RB211–Trent 800 series engines: 

(i) If you borescope inspected your RB211– 

Trent 800 series engine using RB211 Trent 

800 Series Propulsion System NMASB No. 

RB.211–72–AG264, Revision 3, dated 

December 21, 2010, or Revision 4, dated 

February 25, 2011, before the effective date 

of this AD, you have satisfied the 

requirements of paragraph (g)(1) of this AD. 

(ii) If you performed the ECI and visual 

inspection of your RB211–Trent 800 series 

engines using RB211 Trent 700 and 800 

Series Propulsion Systems NMASB No. 

RB.211–72–AG085, Revision 1, dated 

September 27, 2010, before the effective date 

of this AD, you have satisfied the ECI and 

visual inspections required by paragraph 

(g)(3) of this AD. 

(3) For RB211–Trent 500 series engines: 

(i) If you performed the ECI of your RB211– 

Trent 500 series engines using RB211 Trent 

500 Series Propulsion System NMASB No. 

RB.211–72–AF260, Revision 4, dated July 28, 

2009, before the effective date of this AD, you 

have satisfied the ECIs required by paragraph 

(h) of this AD. 

(ii) If you performed the in-shop visual 

inspection of your RB211–Trent 500 series 

engines using RB211 Trent 500 and 900 

Series Propulsion Systems NMSB No. 

RB.211–72–G448, Revision 2, dated 

December 23, 2010, before the effective date 

of this AD, you have satisfied the in-shop 

visual inspections required by paragraph (h) 

of this AD. 

(l) Alternative Methods of Compliance 

(AMOCs) 

The Manager, Engine Certification Office, 

FAA, may approve AMOCs for this AD. Use 

the procedures in 14 CFR 39.19 to make your 

request. 

(m) Related Information 

(1) For more information about this AD, 

contact Alan Strom, Aerospace Engineer, 

Engine Certification Office, FAA, 12 New 

England Executive Park, Burlington, MA; 

phone: 781–238–7143; fax: 781–238–7199; 

email: alan.strom@faa.gov. 

(2) European Aviation Safety Agency AD 

2011–0221, dated November 14, 2011, also 

pertains to the subject of this AD. 

(n) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) under 5 U.S.C. 552(a) and 1 CFR part 

51 of the following service information. 

(2) You must use the following service 

information to do the actions required by this 

AD, unless the AD specifies otherwise. 

(i) Rolls-Royce plc RB211 Trent 700 Series 

Propulsion System Non-Modification Alert 

Service Bulletin No. RB.211–72–AG270, 

Revision 4, dated March 21, 2011. 

(ii) Rolls-Royce plc RB211 Trent 700 and 

800 Series Propulsion Systems NonModification Alert Service Bulletin No. 

RB.211–72–AG085, Revision 2, dated July 7, 

2011. 

(iii) Rolls-Royce plc RB211 Trent 800 

Series Propulsion System Non-Modification 

Alert Service Bulletin No. RB.211–72– 

AG264, Revision 5, dated March 21, 2011. 

(iv) Rolls-Royce plc RB211 Trent 500 

Series Propulsion System Non-Modification 

Alert Service Bulletin No. RB.211–72–AF260, 

Revision 5, dated July 7, 2011. 

(v) Rolls-Royce plc RB211 Trent 500 and 

900 Series Propulsion Systems NonModification Service Bulletin No. RB.211– 

72–G448, Revision 3, dated July 7, 2011. 

(3) For service information identified in 

this AD, contact Rolls-Royce plc, Corporate 

Communications, P.O. Box 31, Derby, 

England, DE248BJ; phone: 011–44–1332– 

242424; fax: 011–44–1332–245418; or email 

from http://www.rolls-royce.com/contact/ 

civil_team.jsp. 

(4) You may review copies of the 

referenced service information at the FAA, 

Engine & Propeller Directorate, 12 New 

England Executive Park, Burlington, MA 

01803. For information on the availability of 

this material at the FAA, call 781–238–7125. 

(5) You may also review copies of the 

service information that is IBR 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/ 

ibr_locations.html. 

Issued in Burlington, Massachusetts, on 

May 15, 2012. 

Peter A. White, 

Manager, Engine & Propeller Directorate, 

Aircraft Certification Service. 

[FR Doc. 2012–12726 Filed 5–24–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 97 

[Docket No. 30843; Amdt. No. 3479] 

Standard Instrument Approach 

Procedures, and Takeoff Minimums 

and Obstacle Departure Procedures; 

Miscellaneous Amendments 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: This rule establishes, amends, 

suspends, or revokes Standard 

Instrument Approach Procedures 

(SIAPs) and associated Takeoff 

Minimums and Obstacle Departure 

Procedures for operations at certain 

airports. These regulatory actions are 

needed because of the adoption of new 

or revised criteria, or because of changes 

occurring in the National Airspace 

System, such as the commissioning of 

new navigational facilities, adding new 

obstacles, or changing air traffic 

requirements. These changes are 

designed to provide safe and efficient 

use of the navigable airspace and to 

promote safe flight operations under 

instrument flight rules at the affected 

airports. 

DATES: This rule is effective May 25, 

2012. The compliance date for each 

SIAP, associated Takeoff Minimums, 

and ODP is specified in the amendatory 

provisions. 


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