Federal Register / Vol. 78, No. 192 / Thursday, October 3, 2013 / Rules and Regulations 61171 

Issued in Burlington, Massachusetts, on 

September 16, 2013. 

Carlos A. Pestana, 

Acting Directorate Assistant Manager, Engine 

& Propeller Directorate, Aircraft Certification 

Service. 

[FR Doc. 2013–23448 Filed 10–2–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0029; Directorate 

Identifier 2013–NE–01–AD; Amendment 39– 

17599; AD 2013–19–17] 

RIN 2120–AA64 

Airworthiness Directives; Rolls-Royce 

plc Turbofan Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all 

Rolls-Royce plc (RR) RB211–535E4–B– 

37 series turbofan engines. This AD 

requires removal of affected parts using 

a drawdown plan. This AD was 

prompted by recalculating the lives of 

certain rotating life limited parts (LLPs) 

operated to certain flight profiles. We 

are issuing this AD to prevent the failure 

of rotating LLPs, which could result in 

uncontained failure of the engine and 

damage to the airplane. 

DATES: This AD becomes effective 

November 7, 2013. The Director of the 

Federal Register approved the 

incorporation by reference of certain 

publications listed in this AD as of 

November 7, 2013. 

ADDRESSES: The Docket Operations 

office is located at Docket Management 

Facility, U.S. Department of 

Transportation, 1200 New Jersey 

Avenue SE., West Building Ground 

Floor, Room W12–140, Washington, DC 

20590–0001. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov; or in person at the 

Docket Operations office between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this AD, the mandatory 

continuing airworthiness information 

(MCAI), regulatory evaluation, any 

comments received, and other 

information. The street address for the 

Docket Operations office (phone: 800– 

647–5527) is provided in the ADDRESSES

section. Comments will be available in 

the AD docket shortly after receipt. 

FOR FURTHER INFORMATION CONTACT: 

Robert Green, Aerospace Engineer, 

Engine Certification Office, FAA, Engine 

& Propeller Directorate, 12 New England 

Executive Park, Burlington, MA 01803; 

phone: 781–238–7754; fax: 781–238– 

7199; email: robert.green@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to the specified products. The 

NPRM was published in the Federal 

Register on April 5, 2013 (78 FR 20509). 

The NPRM proposed to correct an 

unsafe condition for the specified 

products. The MCAI states: 

Flight Profiles (FP) define the limits of 

engine operation within which the engine 

will qualify for use of an associated set of 

Critical Parts life limits. The Rolls-Royce 

RB211–535E4–B–37 engine previously had 

only one such FP and associated set of life 

limits published in the applicable RR Time 

Limits Manual. 

However, a recent review of operational 

flight data has revealed that some engines 

may have been operated beyond the currently 

valid datum FP. 

Failure to account for the correct rate of 

fatigue damage associated with engine 

operation may lead to Critical Parts failure, 

possibly resulting in release of high energy 

debris, damage to the aeroplane and/or injury 

to occupants. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

considered the comments received. 

Agreement With the AD 

The Boeing Company expressed 

support for the NPRM (78 FR 20509, 

dated April 5, 2013). 

Request To Be Less Specific About 

Service Bulletin Revision Level and 

Date 

Texas Aero Engine Service LLC, RR, 

and United Airlines (UAL) requested 

that we not include the revision level 

and date of RR Alert Non-Modification 

Service Bulletin (NMSB) No. RB.211– 

72–AG875, or that we add the words ‘‘or 

later revision’’ because service bulletins 

can be revised often. 

We disagree. RR Alert NMSB No. 

RB.211–72–AG875, dated December 13, 

2012, contains unique methods that 

require incorporation by reference, 

requiring that we specify revision level 

and date. We do not know how the 

NMSB may be revised in the future, and 

therefore cannot add the words ‘‘or later 

revision.’’ We did not change this AD. 

Request To Change the Definition of 

Engine Shop Visit (ESV) 

RR and UAL requested that we change 

our definition of ESV in paragraph (g) of 

this AD by replacing the words 

‘‘separation of flanges’’ with ‘‘deblading 

of the affected rotor disc.’’ They noted 

that our definition of ESV is not 

consistent with the instructions in RR 

Alert NMSB No. RB.211–72–AG875, 

dated December 13, 2012, which only 

applies when the rotor is debladed. Our 

ESV definition will result in the 

removal of parts earlier than would 

occur using the RR NMSB. RR noted 

that this is not necessary based on their 

risk assessment of a possible failure. In 

a subsequent comment, RR asked that 

the ESV definition be based on the 

deblading of the high pressure turbine 

disc since this better defines an engine 

refurbishment shop visit. 

We disagree. We defined ESV as the 

separation of a pair of major mating 

engine module flanges in order to satisfy 

our safety concerns while minimizing 

the impact to the public. The redefined, 

reduced cyclic life limits are needed to 

correct an unsafe condition. We have 

determined that corrective actions can 

be practicably implemented at next ESV 

and that these actions will provide an 

acceptable level of safety. We did not 

change this AD. 

Request To Exempt an External 

Gearbox Removal From the ESV 

Definition 

RR requested that we clarify that the 

separation of a pair of major mating 

engine module flanges in paragraph (g) 

of this AD does not include the 

separation of an engine external gearbox 

from the engine, which would not 

constitute a refurbishment shop visit. 

We agree. We changed paragraph (g) 

of this AD to state: ‘‘For the purpose of 

this AD, ESV is whenever engine 

maintenance performed prior to 

reinstallation requires the separation of 

a pair of major mating engine module 

flanges. Separation of flanges solely for 

the purpose of shipment without 

subsequent internal maintenance is not 

an ESV. Separation of the external 

gearbox engine mating flanges or 

removal of the external gearbox is also 

not classified as a shop visit.’’ 

Request To Delay Implementation of 

Reduced Rotating Parts Life Limits 

American Air Lines (AAL) and RR 

asked that we revise or remove 

paragraph (e)(2) of this AD to eliminate 

the requirement to assign the reduced 

maximum approved lives within 30 

days of the effective date of this AD and 

allow the current lives as published in 


sroberts on DSK5SPTVN1PROD with RULES
61172 Federal Register / Vol. 78, No. 192 / Thursday, October 3, 2013 / Rules and Regulations 

the Time Limits Manual (TLM) to 

remain in effect until November 30, 

2016. AAL stated that the AD 

requirement will cause problems for 

operator life limit tracking systems, 

causing confusion and possibly the 

grounding of aircraft. Operator life limit 

tracking systems prevent the operation 

of parts beyond their maximum 

approved lives. 

We disagree. Operating beyond the 

redefined, reduced cyclic life limits 

represents an unsafe condition. LLPs 

that exceed the reduced life limits 

should be removed from service as soon 

as practicable to correct an unsafe 

condition. We did not change this AD. 

Request To Clarify Wording Regarding 

Compliance Date and Life Limits 

AAL and RR requested that we clarify 

wording in paragraph (e)(5) of this AD 

regarding removal of affected parts by 

the compliance date, and that the parts 

cannot exceed current life limits. One 

commenter stated that this paragraph 

could potentially allow parts to operate 

beyond both the current and reduced 

life limits. 

We partially agree. We agree that 

paragraph (e)(5) of this AD could be 

misinterpreted because we did not 

specify that paragraph (e)(4) of this AD 

applies to those engines which have an 

engine shop visit prior to reaching the 

reduced life. 

We do not agree that the compliance 

wording could potentially allow parts to 

operate beyond their current life limits 

because the life limits, as published in 

the TLM for RR RB211 engines, cannot 

be exceeded. 

We changed paragraph (e)(4) of this 

AD by inserting ‘‘before reaching the 

part life assigned in paragraph (e)(2)’’. 

The paragraph now reads: ‘‘(4) After the 

effective date of this AD, for engines 

that incorporate an LP turbine disc stage 

2, IP compressor rotor shaft (stage 1 to 

6), HP compressor rear rotor shaft 

assembly, or HP turbine disc whose part 

life is defined by paragraph (e)(1) of this 

AD, that have an engine shop visit (ESV) 

before reaching the part life assigned in 

paragraph (e)(2) of this AD, remove each 

part from service before the part exceeds 

the part life assigned in paragraph 

(e)(2).’’ 

Request To Change Compliance To Be 

Consistent With the RR NMSB 

AAL, RR, and UAL requested that we 

change the compliance to be consistent 

with RR Alert NMSB No. RB.211–72– 

AG875, dated December 13, 2012. AAL 

noted that the risk assessment 

conducted by RR supports the 

continued use of the current life limits 

for parts not exposed during a shop 

visit, and demonstrated an acceptable 

level of safety. AAL further stated that 

the AD as proposed (78 FR 20509, April 

5, 2013) will result in significant shop 

visit costs in comparison to the shop 

visit costs associated with the RR Alert 

NMSB. 

We disagree. The redefined, reduced 

cyclic life limits are needed to correct 

an unsafe condition. We have 

determined that corrective actions can 

be practicably implemented at next ESV 

and that these actions will provide an 

acceptable level of safety. We did not 

change this AD. 

Request To Change Compliance Time 

UAL requested that we change the 

compliance time in paragraphs (e)(1) 

and (e)(2) of this AD from ‘‘within 30 

days’’ to ‘‘within 90 days’’ because for 

UAL’s fleet of 137 engines, 30 days is 

too short of a compliance period. 

We disagree. The recommended 

timeframe for completion in RR Alert 

NMSB No. RB.211–72–AG875, dated 

December 13, 2012, was 6 weeks. The 

new lives of the rotating LLPs could 

have been recalculated starting from 

when the NMSB was issued. In 

addition, the effective date of this AD is 

35 days after the date of publication in 

the Federal Register, which provides 

additional time beyond the 30 days 

mandated in this AD. We did not 

change this AD. 

Request To Change the Costs of 

Compliance 

AAL requested that we change the 

costs of compliance to include the labor 

costs associated with replacing the parts 

(i.e., engine disassembly costs). AAL 

states that the AD requires replacement 

of parts in modules that are not related 

to an engine removal cause, resulting in 

additional labor costs to access and 

replace those parts. 

We disagree. We consider the actual 

costs of this AD, which are associated 

with the prorated reduction in the lives 

of the LLPs. We do not consider the 

engine disassembly costs, which will 

vary depending on the category of the 

ESV. We did not change this AD. 

Conclusion 

We reviewed the available data, 

including the comments received, and 

determined that air safety and the 

public interest require adopting this AD 

with the changes described previously. 

We 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 

about 377 engines of U.S. registry. Of 

these 377 engines, we estimate 95 

engines operate to Flight Profile D or E. 

The average labor rate is $85 per hour. 

We do not estimate any labor cost is 

associated with this AD because the 

affected parts are replaced at the next 

shop visit. Prorated cost of parts 

adjusted to Flight Profile D operation, 

will cost about $77,672 per engine. 

Prorated cost of parts, adjusted to Flight 

Profile E operation, will cost about 

$204,981 per engine. Based on these 

figures, we estimate the cost of this AD 

on U.S. operators to be $11,834,655. 

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 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 this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

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

the 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. 


sroberts on DSK5SPTVN1PROD with RULES
Federal Register / Vol. 78, No. 192 / Thursday, October 3, 2013 / Rules and Regulations 61173 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this AD and placed it in the AD docket. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

200X–19–17 Rolls-Royce plc Amendment 

39–17599; Docket No. FAA–2013–0029; 

Directorate Identifier 2013–NE–01–AD. 

(a) Effective Date 

This AD becomes effective November 7, 

2013. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to all Rolls-Royce plc (RR) 

RB211–535E4–B–37 series turbofan engines. 

(d) Unsafe Condition 

This AD was prompted by recalculating the 

lives of certain rotating life limited parts 

(LLPs) operated to certain flight profiles. We 

are issuing this AD to prevent the failure of 

rotating LLPs, which could result in 

uncontained failure of the engine and 

damage to the airplane. 

(e) Actions and Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(1) Within 30 days after the effective date 

of this AD, for engines that have operated to 

Flight Profile D or E, recalculate the life of 

the low-pressure (LP) turbine disc stage 2, 

intermediate-pressure (IP) compressor rotor 

shaft (stage 1 to 6), high-pressure (HP) 

compressor rear rotor shaft assembly, and HP 

turbine disc installed on that engine. Use the 

part lives, prorated life formulas, and flight 

profiles in Appendices 2, 4, and 5 of RR Alert 

Non-Modification Service Bulletin (NMSB) 

No. RB.211–72–AG875, dated December 13, 

2012, to make that calculation. 

(2) Within 30 days after the effective date 

of this AD, for engines that will operate to 

Flight Profile D or E, assign the maximum 

approved lives defined in Appendix 2 of RR 

Alert NMSB No. RB.211–72–AG875, dated 

December 13, 2012, to the LP turbine disc 

stage 2, IP compressor rotor shaft (stage 1 to 

6), HP compressor rear rotor shaft assembly, 

and HP turbine disc based on the flight 

profile that will be flown. 

(3) For engines that have only operated to, 

and will continue to operate to, Flight Profile 

C, as defined in Appendix 5 of RR Alert 

NMSB No. RB.211–72–AG875, dated 

December 13, 2012, no further action is 

required by this AD. 

(4) After the effective date of this AD, for 

engines that incorporate an LP turbine disc 

stage 2, IP compressor rotor shaft (stage 1 to 

6), HP compressor rear rotor shaft assembly, 

or HP turbine disc whose part life is defined 

by paragraph (e)(1) of this AD, that have an 

engine shop visit (ESV) before reaching the 

part life assigned in paragraph (e)(2) of this 

AD, remove each part from service before the 

part exceeds the part life assigned in 

paragraph (e)(2). 

(5) For those engines that incorporate an 

LP turbine disc stage 2, IP compressor rotor 

shaft (stage 1 to 6), HP compressor rear rotor 

shaft assembly, or HP turbine disc whose part 

life is defined by paragraph (e)(1) of this AD, 

that do not have an ESV after the effective 

date of this AD before the part exceeds the 

part life assigned in paragraph (e)(2) of this 

AD, remove the part from service at the next 

ESV. 

(f) Installation Prohibition 

Any LP turbine disc stage 2, IP compressor 

rotor shaft (stage 1 to 6), HP compressor rear 

rotor shaft assembly, or HP turbine disc 

whose part life is defined by paragraph (e)(1) 

of this AD that is re-installed in any engine 

after the effective date of this AD must be 

removed from service before the part exceeds 

the part life assigned in paragraph (e)(2) of 

this AD. 

(g) Definition 

For the purpose of this AD, ESV is 

whenever engine maintenance performed 

prior to reinstallation requires the separation 

of a pair of major mating engine module 

flanges. Separation of flanges solely for the 

purpose of shipment without subsequent 

internal maintenance is not an ESV. 

Separation of the external gearbox engine 

mating flanges or removal of the external 

gearbox is also not classified as a shop visit. 

(h) Alternative Methods of Compliance 

(AMOCs) 

The Manager, Engine Certification Office, 

may approve AMOCs for this AD. Use the 

procedures found in 14 CFR 39.19 to make 

your request. 

(i) Related Information 

(1) For more information about this AD, 

contact Robert Green, Aerospace Engineer, 

Engine Certification Office, FAA, Engine & 

Propeller Directorate, 12 New England 

Executive Park, Burlington, MA 01803; 

phone: 781–238–7754; fax: 781–238–7199; 

email: robert.green@faa.gov. 

(2) Refer to European Aviation Safety 

Agency AD 2012–0265, dated December 18, 

2012, for related information. You may 

examine the AD on the Internet at http://

www.regulations.gov/

#!documentDetail;D=FAA-2013-0029-0007. 

(j) 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) Rolls-Royce plc Alert Non-Modification 

Service Bulletin No. RB.211–72–AG875, 

dated December 13, 2012. 

(ii) Reserved. 

(3) For Rolls-Royce plc 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: 011–44–1332–249936; 

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

civil_team.jsp; or download from https://

www.aeromanager.com. 

(4) You may view this service information 

at 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 

September 16, 2013. 

Carlos A. Pestana, 

Acting Directorate Assistant Manager, Engine 

& Propeller Directorate, Aircraft Certification 

Service. 

[FR Doc. 2013–23452 Filed 10–2–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–0998; Directorate 

Identifier 2011–NM–249–AD; Amendment 

39–17605; AD 2013–19–23] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

The Boeing Company Model 737–600, 

–700, –700C, –800, –900, and –900ER 

series airplanes. This AD was prompted 

by a new revision to the airworthiness 

limitations of the maintenance planning 

data (MPD) document. This AD requires 

revising the maintenance program to 

update inspection requirements to 

detect fatigue cracking of principal 


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