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Federal Register / Vol. 86, No. 125 / Friday, July 2, 2021 / Rules and Regulations
V2524A5, V2527A5, V2527EA5, V2527MA5, V2530A5, and V2533A5
model turbofan engines and, depending on the results of the USI, removal of the affected HPT disks from service.
Interim Action The FAA considers this AD interim action. The root cause of this event is still under investigation.
Justification for Immediate Adoption and Determination of the Effective Date Section 553b3B of the Administrative Procedure Act APA 5
U.S.C. 551 et seq. authorizes agencies to dispense with notice and comment procedures for rules when the agency, for good cause, finds that those procedures are impracticable, unnecessary, or contrary to the public interest. Under this section, an agency, upon finding good cause, may issue a final rule without providing notice and seeking comment prior to issuance.
Further, section 553d of the APA
authorizes agencies to make rules effective in less than thirty days, upon a finding of good cause.
An unsafe condition exists that required the immediate adoption of Emergency AD 20211151, issued on May 21, 2021, to all known U.S. owners and operators of these engines. The FAA
has found that the risk to the flying public justified forgoing notice and comment prior to adoption of this rule.
On March 18, 2020, an Airbus Model A321231 airplane, powered by IAE
V2533A5 model turbofan engines, experienced an uncontained HPT 1ststage disk failure that resulted in an aborted takeoff. The uncontained failure of the HPT 1st-stage disk resulted in high-energy debris penetrating the engine cowling. The FAA published Emergency AD 20200751 on March 21, 2020 followed by publication in the Federal Register on April 13, 2020, as a Final Rule, Request for Comments 85
FR 20402, to remove from service HPT
1st-stage disks identified as having the highest risk of failure. Based on a review
of investigative findings performed since that event, the manufacturer has identified a different population of affected HPT 1st-stage and HPT 2ndstage disks that are affected by the same unsafe condition and require USI and, depending on the results of the USI, removal from service.
The FAA considers removal of highrisk HPT 1st-stage and 2nd-stage disks to be an urgent safety issue. The USI of the affected HPT disks must be accomplished within 10 flight cycles after the effective date of this AD to identify HPT 1st-stage and 2nd-stage disks at risk of failure and to maintain an acceptable level of safety. This unsafe condition may result in loss of the airplane. These conditions still exist, and therefore, notice and opportunity for prior public comment are impracticable and contrary to public interest pursuant to 5 U.S.C.
553b3B.
In addition, for the reasons stated above, the FAA finds that good cause exists pursuant to 5 U.S.C. 553d for making this amendment effective in less than 30 days, for the same reasons the FAA finds good cause to forego notice and comment.
Comments Invited The FAA invites you to send any written data, views, or arguments about this final rule. Send your comments to an address listed under ADDRESSES.
Include the Docket No. FAA20210509
and Project Identifier AD202100608
E at the beginning of your comments.
The most helpful comments reference a specific portion of the final rule, explain the reason for any recommended change, and include supporting data.
The FAA will consider all comments received by the closing date and may amend this final rule because of those comments.
Except for Confidential Business Information CBI as described in the following paragraph, and other information as described in 14 CFR
11.35, the FAA will post all comments
received, without change, to https
www.regulations.gov, including any personal information you provide. The agency will also post a report summarizing each substantive verbal contact received about this final rule.
Confidential Business Information CBI is commercial or financial information that is both customarily and actually treated as private by its owner.
Under the Freedom of Information Act FOIA 5 U.S.C. 552, CBI is exempt from public disclosure. If your comments responsive to this AD contain commercial or financial information that is customarily treated as private, that you actually treat as private, and that is relevant or responsive to this AD, it is important that you clearly designate the submitted comments as CBI. Please mark each page of your submission containing CBI as PROPIN. The FAA
will treat such marked submissions as confidential under the FOIA, and they will not be placed in the public docket of this AD. Submissions containing CBI
should be sent to Alberto Hernandez, Aviation Safety Engineer, ECO Branch, FAA, 1200 District Avenue, Burlington, MA 01803. Any commentary that the FAA receives which is not specifically designated as CBI will be placed in the public docket for this rulemaking.
Regulatory Flexibility Act The requirements of the Regulatory Flexibility Act RFA do not apply when an agency finds good cause pursuant to 5 U.S.C. 553 to adopt a rule without prior notice and comment. Because FAA
has determined that it has good cause to adopt this rule without prior notice and comment, RFA analysis is not required.
Costs of Compliance The FAA estimates that this AD
affects 2 engines installed on airplanes of U.S. registry.
The FAA estimates the following costs to comply with this AD:

lotter on DSK11XQN23PROD with RULES1

ESTIMATED COSTS
Action
Labor cost
Ultrasonic inspection includes actions necessary to disassemble the engine.

204 work-hours $85 per hour =
$17,340.

The FAA estimates the following costs to do any necessary replacements that would be required based on the
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16:05 Jul 01, 2021

Jkt 253001

results of the inspection. The agency has no way of determining the number of
PO 00000

Frm 00002

Fmt 4700

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Cost per product
Parts cost $0

Cost on U.S.
operators
$17,340

aircraft that might need these replacements:

E:FRFM02JYR1.SGM

02JYR1

$34,680