[Federal Register: February 24, 2009 (Volume 74, Number 35)]
[Rules and Regulations]
[Page 8161-8166]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr24fe09-8]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2007-28413; Directorate Identifier 2007-NE-25-AD;
Amendment 39-15826; AD 2009-05-02]
RIN 2120-AA64
Airworthiness Directives; General Electric Company CF6-80C2 and
CF6-80E1 Series Turbofan Engines
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
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SUMMARY: The FAA is adopting a new airworthiness directive (AD) for
General Electric Company (GE) CF6-80C2 and CF6-80E1 series turbofan
engines with fuel manifolds part numbers (P/Ns) 1303M31G12 and
1303M32G12, installed in drainless fuel manifold assemblies (introduced
by GE Aircraft Engines (GEAE) Service Bulletins (SB) CF6-80C2 S/B 73-
0253 and CF6-80E1 S/B 73-0026). This AD requires removing the loop
clamps that hold the fuel manifold to the compressor rear frame (CRF)
damper brackets, inspecting the fuel manifold for wear at each clamp
[[Page 8162]]
location, and replacing the clamps with new, zero-time parts. This AD
also requires revising the Airworthiness Limitations Section (ALS) of
the Instructions for Continued Airworthiness (ICA) and air carrier's
Continuous Airworthiness Maintenance Programs (CAMP) to require
repetitive fuel manifold inspection and loop clamp replacement. This AD
results from reports of fuel leaks during engine operation. We are
issuing this AD to prevent fuel leaks that could result in an under-
cowl fire and damage to the airplane.
DATES: This AD becomes effective March 31, 2009.
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.
FOR FURTHER INFORMATION CONTACT: Robert Green, Aerospace Engineer,
Engine Certification Office, FAA, Engine and Propeller Directorate, 12
New England Executive Park, Burlington, MA 01803; e-mail:
Robert.green@faa.gov; telephone (781) 238-7754; fax (781) 238-7199.
SUPPLEMENTARY INFORMATION: The FAA proposed to amend 14 CFR part 39
with a proposed AD. The proposed AD applies to GE CF6-80C2 and CF6-80E1
series turbofan engines with fuel manifolds P/Ns 1303M31G12 and
1303M32G12 installed in drainless fuel manifold assemblies. These
drainless fuel manifold assemblies were introduced by GEAE SBs CF6-80C2
S/B 73-0253 and CF6-80E1 S/B 73-0026. We published the proposed AD in
the Federal Register on September 7, 2007 (72 FR 51388). That action
proposed to require removing and discarding the loop clamps that
assemble the fuel manifolds to the CRF damper brackets, inspecting the
fuel manifolds for wear at each clamp location, and replacing the
clamps. That action also proposed to require revising the ICA ALS and
air carrier's CAMP to require repetitive fuel manifold inspection and
loop clamp replacement during each inspection.
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 regulatory evaluation,
any comments received, and other information. The street address for
the Docket Operations office (telephone (800) 647-5527) is provided in
the ADDRESSES section. Comments will be available in the AD docket
shortly after receipt.
Comments
We provided the public the opportunity to participate in the
development of this AD. We have considered the comments received.
Request To Clarify Inspection Requirements
GE and two air carriers request that we clarify that the AD
inspection requirements are specific to the drainless fuel manifold
configuration, which was introduced by GEAE SB CF6-80C2 S/B 73-0253 (-
80C2) and SB CF6-80E1 S/B 73-0026 (-80E1).
We agree. We changed the AD to clarify the applicability and
inspection requirements.
Request for a Phase-in Period
FedEx Express requests that we add a phase-in period for engines
that might not have been part of a repetitive inspection program before
the effective date of the AD. The commenter states that these engines
would immediately fall out of compliance with the AD if they exceed the
7,500 flight-hour time-since-new (TSN) threshold for new, zero-time
loop clamps, assuming the loop clamps were installed at the last shop
visit. The commenter states that their fleet is almost entirely
configured with drained manifold assemblies. They have not experienced
any significant wear, and likely will have several engines exceeding
the specified flight-hour life limit in the AD.
We partially agree. As we stated in the first comment response,
this AD applies only to drainless manifold assemblies, so that portion
of FedEx's comment is not relevant to this AD. The need for a phase-in
period is valid. We received another comment on that point and we
changed the AD to accommodate the concerns. That discussion follows
below.
Incorrect Service Bulletin Reference
GE, the Air Transport Association, Boeing Commercial Airplanes, and
seven carriers point out that the proposed AD incorrectly referenced SB
GEAE CF6-80C2 S/B 73-0226, for the manifold inspection. The appropriate
SB is CF6-80C2 S/B 73-0326.
We agree. We changed the reference in the AD.
Comment That Clamp Wear Is Also Applicable to Drained Fuel Manifold
Assemblies
Air New Zealand Ltd and KLM Royal Dutch Airlines comment that the
clamp wear problem is also applicable to fuel manifolds P/N 1303M31G10
and P/N 1303M32G10 installed in the drained fuel manifold assembly,
pre-SB CF6-80C2 S/B 73-0253 configuration.
We do not agree. We are aware of only one leak found from loop
clamp wear on a drained fuel manifold assembly, which was on a CF6-80C2
series turbofan engine. Considering the service history of the drained
fuel manifold assembly, a mandatory inspection is not warranted at this
time. We did not change the AD.
Request To Apply the Re-Inspection Interval to Engines That Have Had
New, Zero-Time Loop Clamps Installed On-Wing
Air New Zealand Ltd and KLM Royal Dutch Airlines note that the
proposed AD requires a 7,500 flight-hour re-inspection interval for
first-run engines and engines that have new, zero-time loop clamps
installed at last shop visit. The commenters request that we apply the
same re-inspection interval to engines that have had new, zero-time
loop clamps installed on-wing. Air New Zealand states that they have
been replacing loop clamps with new, zero-time loop clamps when they
perform on-wing inspections of the fuel manifolds.
We agree. We changed the AD to include on-wing replacement of loop
clamps.
Request for Credit for Installing Loop Clamps On-Wing
All Nippon Airways requests that the AD initial inspection state
that the 7,500 re-inspection interval for first-run engines or engines
that have had new, zero-time loop clamps previously installed, apply
regardless of previous inspection per GEAE SB CF6-80C2 S/B 73-0326 or
SB CF6-80E1 S/B 73-0061. The commenter points out that the proposed AD
does not recognize that operators were replacing the loop clamps on-
wing.
We agree. We changed the AD to clarify that the re-inspection
requirement is not preempted by compliance with existing SB inspection
recommendations.
Request To Consider Using Room Temperature Vulcanizing (RTV) Rubber
Compound
Air India requests that we consider allowing the use of red, room-
temperature vulcanizing (RTV) rubber
[[Page 8163]]
compound (Specification A15F6B6; RTV 106; MIL-846106), between the loop
clamps and fuel manifold when the loop clamps are replaced with new,
zero-time parts at inspection. Air India states that they have applied
RTV rubber compound on the inner diameter of loop clamps where they
have observed wear on other engine tubing. GE previously recommended
using RTV rubber compound on the low-pressure turbine cooling
manifolds, and Air India now uses it at other locations.
We do not agree. We have no data or experience to justify use of
RTV rubber compound in this application. We did not change the AD.
Recommendation To Use Fiberglass Tape
The Air Transport Association and American Airlines recommend that
we revise the proposed AD to allow the optional use of fiberglass tape
on the fuel manifolds under the loop clamps. The commenters state that
using the tape will eliminate the wear and reduce the effects of
vibration by improving the fit of the clamps on the fuel manifolds.
American Airlines states that they have been installing the fiberglass
tape on their fuel manifolds at the time of inspection and loop clamp
replacement since the beginning of their program. They believe the tape
is essential to preventing fuel manifold wear.
We do not agree. We reviewed the data GE provided and concluded
that using fiberglass tape may contribute to the fuel manifold wear. GE
has also stated that they no longer recommend fiberglass tape for this
application. We did not change the AD.
Request for a Unique Compliance Recommendation and Re-Inspection
Interval
Lufthansa Technik AG and a private citizen request a unique
compliance recommendation and re-inspection interval for engines that
had been previously inspected and or reassembled with new, zero-time
loop clamps, with fiberglass tape between the loop clamps and fuel
manifolds. Lufthansa Technik AG states that they have observed less
wear when using the fiberglass tape.
We do not agree. As previously noted, GE has stated that they no
longer recommend fiberglass tape for this application. We did not
change the AD.
Request To Not Remove Fiberglass Tape
Lufthansa Technik AG and GE Aviation request that we revise the
fuel manifold inspection to not require removal of tape between the
loop clamp and fuel manifold, unless wear is observed on the tape. GEAE
SB CF6-80C2 S/B 73-0326, dated March 5, 2003, introduced the option of
installing fiberglass tape on CF6-80C2 series engines. Lufthansa
Technik AG states that if there is no wear found on the tape, then
there will be no wear on the fuel manifold. Removing and replacing all
tape at the time of inspection will add additional unnecessary work-
hours to the inspection.
We do not agree. As noted earlier, the tape may contribute to the
wear, and GE no longer recommends fiberglass tape for this application.
GE's comment was in anticipation of a future design change with Teflon
tape between the loop clamps and fuel manifolds. We did not change the
AD.
Request That the AD Recognize the Use of Teflon Tape
GE Aviation and five air carriers request that the AD recognize the
use of Teflon tape between new, zero-time loop clamps and fuel
manifolds. The commenters request that we allow these engines to
continue in service until the next inspection, without limit or
penalty. The air carriers state that they have already been installing
Teflon tape between new, zero-time loop clamps and fuel manifolds.
We do not agree. We have no data or experience to make a
determination for reducing or extending the inspection and loop clamp
replacement intervals because of installing Teflon tape between the
loop clamps and fuel manifolds. GE has certified new fuel manifolds
with PTFE tape installed at the loop clamp locations. These parts have
the same inspection and loop clamp replacement requirements as the
original parts. We did not change this AD.
Request for Clarification of Compliance Inspection Schedule
Lufthansa Technik AG and Virgin Atlantic Airways request that we
clarify whether a poorly fitting loop clamp, with or without tape,
would compromise the compliance inspection schedule in the AD.
We respond that it would not compromise the compliance inspection
schedule in the AD. We concluded that replacing the loop clamps every
7,500 flight-hours (FH) was appropriate based on a GE Weibull analysis
of the engine fleet, the first five fuel leak failures, and the accrued
operation of 1,289 engines that had no leaks. The data was from first-
run engines, which encompasses typical production loop clamp stack-up
variations without tape. None of the subsequent leaks and failures
occurred with less time than the proposed AD inspection compliance
interval of 7,500 FH. We did not change the AD.
Request To Specify Flight Hours Time-Since-Last-Inspection or Flight
Hours Time-Since-Last-Shop Visit
Japan Airlines International requests that for clarification, the
initial inspection schedule should specify FH time-since-last-
inspection or FH time-since-last-shop visit as of the issue date of the
AD.
We partially agree. The initial inspection schedule is defined
relative to the last inspection or replacement of the loop clamps with
new clamps. However, for those engines that exceed the 1,750 and 4,500
FH thresholds, the determination is made as of the effective date of
the AD. We changed the AD to clarify this.
Request To Offset the Initial Inspection Schedule
Japan Airlines International requests that we offset the initial
inspection schedule to accommodate the scheduling of maintenance.
We do not agree. The time for scheduling maintenance varies among
operators. Defining a generic inspection threshold to accommodate this
variation would introduce risk that the inspection schedule would be
ambiguous. We did not change the AD.
Propose an Additional Inspection Category
Japan Airlines International proposes an additional inspection
category for operators inspecting the manifolds at intervals longer
than the GE-recommended 4,500 FH interval. The commenter proposes that
in these cases, operators would initially replace the loop clamps and
inspect the fuel manifolds using their existing inspection schedule or
within 4 months, whichever occurs first. The commenter states that they
currently inspect affected fuel manifolds at 6,000 FH intervals, and
based on the wording in the proposed AD, engines would be immediately
in violation of the inspection requirements once the AD is effective.
We partially agree. The commenter points out the need to include a
transitional period for operators who are inspecting the fuel manifolds
at intervals longer than the earlier GE inspection SB recommendation,
which is engines operating with more than 4,500 FH time-since-last-
inspection or time-since-last-shop visit. We changed the AD to include
a four-month transition period, to bring these engines into compliance.
[[Page 8164]]
Request To Permit Alternate Methods of Measuring
Japan Airlines International and GE Aviation request that we permit
alternate methods of measuring the depth of wear in fuel manifolds,
such as ultrasonic wall thickness measurement. The commenters note that
the proposed AD requires using a pinpoint micrometer to measure depth
of wear. Because of limited access at the top of the installed engine,
the commenter states it is not possible to use a pinpoint micrometer.
We partially agree. GE does not have a procedure for ultrasonic
inspections of the fuel manifolds for depth of wear. However, we agree
that equivalent measuring techniques are acceptable. We eliminated the
requirement to use a pinpoint micrometer.
Request for Clarification of the Use of Part Manufacturer Approval
(PMA) Loop Clamps
Japan Airlines International requests clarification on the use of
PMA loop clamps. The commenter asks if the proposed AD also applies to
PMA loop clamps, part number VL1039GE2-10.
Yes, the AD applies to PMA loop clamps. They are also susceptible
to deteriorating and causing fuel leaks. We changed the AD to include a
reference to PMA loop clamps.
Question on Compliance Time Selection
KLM Royal Dutch Airlines questions the selection of the proposed AD
compliance time of 1,750 FH time-since-last-inspection (TSLI). The
commenter asks why we did not base the compliance recommendation on the
low-time TSLI fuel manifold leak event for an engine with used loop
clamps, which is 350 FH. The commenter also asks why we did not use the
next lowest-time fuel manifold leak event, which is 2,000 FH TSLI. The
commenter cites data presented by GE at the CF6 Technical Symposium on
May 9 through May 10, 2007.
We do not agree. Since 2005, the fuel manifold leak failure rate
has increased. There were four leak events in 2006, six in 2007, and
six to date in 2008. Thirteen of the events are known to have occurred
before the GE-recommended 4,500 FH re-inspection interval. The average
TSLI for the thirteen failures is 2,250 FH. The 350 FH leak is a low-
time event relative to the other failures and is believed to be unique.
The 1,750 FH TSLI compliance requirement was based on the next-lowest
TSLI leak event at the time, which was after the GE CF6 Technical
Symposium. We did not change the AD.
Question on Why the Compliance Time Is Extended
KLM Royal Dutch Airlines questions why the proposed AD extends the
1,750 FH TSLI compliance time to 4,500 FH TSLI or 4 months after the
effective date of the AD, for engines with used clamps or clamps of
unknown heritage that have already accumulated more than 1,750 FH. The
commenter is concerned that this 4-month compliance period will
increase the probability of a fuel manifold leak event.
We do not agree. The proposed inspection and loop clamp replacement
schedule for engines that already exceed the 1,750 FH threshold is an
effort to transition the engine fleet to new loop clamps within a
reasonable period of time. This will be achieved either through the
original GE-recommended 4,500 FH schedule or within 4 months, whichever
comes first. We did not change the AD.
Question on GE's Risk Assessment
KLM Royal Dutch Airlines questions why we disregarded GE's risk
assessment that justified the 4,500 FH inspection interval.
We did because GE's risk assessment predicted fuel manifold leak
events within the 4,500 FH inspection intervals. As previously noted,
the leaking fuel could ignite resulting in an under-cowl fire and
damage to the airplane, which is unacceptable.
Recommendation That We Eliminate Revising the Air Carrier's Approved
CAMP and ALS of Chapter 5
The Air Transport Association and U.S. Airways recommend that we
eliminate the requirement to revise the air carrier's approved CAMP and
ALS of Chapter 5 in the CF6-80C2 and CF6-80E1 Instructions for
Continued Airworthiness (ICA) from the proposed AD. The commenters
state that GE has indicated it is developing new-design fuel manifolds
to eliminate the repetitive maintenance required by this AD.
We do not agree. The AD requires GE to revise the ALS of the ICAs,
and air carriers to revise their CAMP, to specify the repetitive
inspections and loop clamp replacements for the drainless fuel manifold
assemblies with fuel manifold P/N 1303M31G12 and P/N 1303M32G12. The AD
would not be applicable to a new design. We did not change the AD.
Request To Change the Proposed AD Discussion
GE Aviation requests that we change the proposed AD Discussion to
state that abrasive dirt and debris collecting between the worn loop
clamps and fuel manifolds can result in fuel manifold wear with loop
clamps that appear serviceable.
We partially agree. The deterioration of the loop clamp and
possible accumulation of dirt and debris between the loop clamp cushion
and fuel manifold might contribute to fuel manifold wear, but if so, it
is a secondary factor. The root cause of the fuel manifold wear is fuel
manifold vibration during engine operation. We did not change the AD.
Request To Consider the Probability of an Under-Cowl Fire
GE Aviation requests that we consider a longer inspection/
replacement interval, and requests that we consider the probability of
an under-cowl engine fire if we use 4,500 flight-hours instead. GE
Aviation requests that we consider an intermediate compliance time that
is supportable by industry if the 4,500 FH does not sufficiently reduce
the risk of an under-cowl fire. GE states that our proposed 1,750 FH
TSLI interval will reduce the average time between inspections from 15
months to less than 6 months, and increase the number of engines that
will need to be inspected per week during the transition by a factor of
2.5. This will severely burden industry's maintenance capacity. GE also
states that the additional work required to bring engines that already
exceed the 1,750 FH into compliance, during the 4-month grace period,
will make the burden worse.
We partially agree. The commenter did not consider first-run
engines or engines that have already had new, zero-time loop clamps
installed during either last shop visit or an earlier in-service
inspection. We also note that despite the GE 4,500 FH TSLI SB
recommendation, one fuel leak event occurred in 2005, four occurred in
2006, and six fuel leak events occurred in 2007. Nine of these 11
events occurred within the recommended 4,500 FH interval. We agree that
the lack of a calendar compliance period with the 1,750 FH threshold
could result in an immediate maintenance scheduling problem and we
changed the AD to include the 4-month compliance period with the 1,750
FH threshold to facilitate the transition.
Request To Revise Costs of Compliance
Japan Airlines International and GE Aviation request that we revise
the Costs of Compliance. GE Aviation estimates that 2 work-hours are
required to inspect the loop clamps and fuel manifolds. Japan Airlines
estimates that
[[Page 8165]]
based on their experience, 8 work-hours are required for the
inspections.
We do not agree. In recognizing the possible work-hour variations
from operator to operator, we believe that 4 work-hours is a valid
average. We did not change the AD.
Conclusion
We have carefully reviewed the available data, including the
comments received, and determined that air safety and the public
interest require adopting the AD with the changes described previously.
We have determined that these changes will neither increase the
economic burden on any operator nor increase the scope of the AD.
Costs of Compliance
We estimate that this AD will affect 350 CF6-80C2 series turbofan
engines installed on airplanes of U.S. registry. We also estimate that
it will take about 4 work-hours per engine to perform the actions, and
that the average labor rate is $80 per work-hour. Required parts will
cost about $162 per engine. Based on these figures, we estimate the
total cost of the AD to U.S. operators for a once-through-the-fleet
manifold visual inspection and loop clamp replacement to be $168,700.
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); and
(3) 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.
We prepared a summary of the costs to comply with this AD and
placed it in the AD Docket. You may get a copy of this summary at the
address listed under ADDRESSES.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Safety.
Adoption of the Amendment
0
Accordingly, under the authority delegated to me by the Administrator,
the Federal Aviation Administration amends 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
0
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
0
2. The FAA amends Sec. 39.13 by adding the following new airworthiness
directive:
2009-05-02 General Electric Company: Amendment 39-15826. Docket No.
FAA-2007-28413; Directorate Identifier 2007-NE-25-AD.
Effective Date
(a) This airworthiness directive (AD) becomes effective March
31, 2009.
Affected ADs
(b) None.
Applicability
(c) This AD applies to:
(1) General Electric (GE) CF6-80C2A1, -80C2A2, -80C2A3, -80C2A5,
-80C2A8, -80C2A5F, -80C2B1, -80C2B2, -80C2B4, -80C2B6, -80C2B1F, -
80C2B1F1, -80C2B1F2, -80C2B2F, -80C2B3F, -80C2B4F, -80C2B5F, -
80C2B6F, -80C2B6FA, -80C2B7F, -80C2B8F, -80C2D1F, -80C2L1F, -80C2K1F
turbofan engine models with fuel manifold part numbers (P/Ns)
1303M31G12 and 1303M32G12, installed in drainless fuel manifold
assemblies (introduced by GE Aircraft Engines (GEAE) Service
Bulletin (SB) CF6-80C2 S/B 73-0253). These engines are installed on,
but not limited to, Boeing 747, 767, MD11, and Airbus A300-600 and
A310 airplanes.
(2) This AD also applies to GE CF6-80E1A1, -80E1A2, -80E1A3, -
80E1A4, -80E1A4/B turbofan engine models with fuel manifold P/Ns
1303M31G12 and 1303M32G12, installed in drainless fuel manifold
assemblies (introduced by GEAE SB CF6-80E1 S/B 73-0026). These
engines are installed on Airbus A330 airplanes.
Unsafe Condition
(d) This AD results from reports of fuel leaks during engine
operation. We are issuing this AD to prevent fuel leaks that could
result in an under-cowl fire and damage to the airplane.
Compliance
(e) You are responsible for having the actions required by this
AD performed within the compliance times specified unless the
actions have already been done.
Removal and Replacement of Loop Clamps and Fuel Manifold Inspection
Compliance Times
(f) Using Table 1 of this AD, Schedule for Inspections and
Replacements, accomplish the following actions in the intervals
indicated in the table: remove and discard all loop clamps, P/N
J1220G10, or part manufacturer approval (PMA) equivalent, that hold
the fuel manifold to the compressor rear frame (CRF) friction damper
brackets. Inspect the fuel manifold for wear at each clamp location
as specified in paragraphs (g) and (h) of this AD. Replace the
discarded loop clamps with new, zero-time clamps.
Table 1--Schedule for Inspections and Replacements
------------------------------------------------------------------------
Then replace clamps and inspect
If: within:
------------------------------------------------------------------------
(1) The engine was previously 1,750 flight hours (FH) time-since-
inspected using GEAE SB CF6-80C2 S/ last-inspection (TSLI) or within 4
B 73-0326, dated March 5, 2003, months after the effective date of
for CF6-80C2 engines; or GEAE SB this AD.
CF6-80E1 S/B 73-0061, dated April
14, 2003, for CF6-80E1 engines.
(2) Used loop clamps or clamps of 1,750 FH time-since-last-shop-visit
unknown heritage were installed at or within 4 months after the
last shop visit. effective date of this AD.
[[Page 8166]]
(3) The engine is a first-run 7,500 FH time-since-new or since
engine or is an engine with zero- zero-time, new loop clamps were
time, new loop clamps previously installed (regardless if
installed on-wing or at shop visit. previously inspected per GEAE SB
CF6-80C2 S/B 73-0326 or GEAE SB
CF6-80E1 S/B 73-0061).
(4) The engine has already exceeded 4,500 FH TSLI, or 4 months after
the 1,750 FH initial inspection the effective date of this AD,
threshold on the effective date of whichever occurs first.
this AD, but has fewer than 4,500
flight hours TSLI.
(5) The engine has already exceeded 4 months after the effective date
the 4,500 FH initial inspection of this AD.
threshold on the effective date of
this AD.
------------------------------------------------------------------------
Inspection of Fuel Manifold P/Ns 1303M31G12 and 1303M32G12
(g) Remove any tape at any clamp location. Visually inspect the
full circumference of the manifold for wear at each clamp location.
If any wear is found, follow paragraph (h) of this AD.
(h) When the fuel manifold shows any signs of wear, determine
the depth of the wear as follows:
(1) Measure the outside diameter of the tube adjacent to the
worn area.
(2) Measure the worn area at the smallest diameter.
(3) Subtract the measurement of the worn tube diameter from the
unworn diameter measurement. Allowable wear is 0.0035 inch.
(4) Replace fuel manifolds with wear greater than 0.010 inch
before further flight.
(5) Replace fuel manifolds with wear greater than 0.0035 inch
but less than 0.010 inch, within 50 flight cycles.
Revise Air Carrier's Continuous Airworthiness Maintenance Program
(CAMP) and Airworthiness Limitation Section (ALS)
(i) Within 30 days of the effective date of this AD, revise the
air carrier's approved CAMP and Instructions for Continued
Airworthiness (ICA) Chapter 5, Airworthiness Limitation Section for
the CF6-80C2 and CF6-80E1 series engines to require:
(1) Repetitive inspections of fuel manifolds, P/Ns 1303M31G12
and 1303M32G12, installed in drainless fuel manifold assemblies
introduced by CF6-80C2 S/B 73-0253 and CF6-80E1 S/B 73-0026, as
detailed in paragraphs (g) and (h) of this AD, at 7,500 FH
intervals.
(2) Mandatory removal of all loop clamps that hold the fuel
manifold, P/Ns 1303M31G12 and 1303M32G12, to the CRF damper
brackets, at each inspection.
(3) Replacement of all loop clamps with new, zero-time loop
clamps, at each inspection.
Alternative Methods of Compliance
(j) The Manager, Engine Certification Office, has the authority
to approve alternative methods of compliance for this AD if
requested using the procedures found in 14 CFR 39.19.
Related Information
(k) GEAE SB CF6-80C2 S/B 73-0326, dated March 5, 2003, and GEAE
SB CF6-80E1 S/B 73-0061, dated April 14, 2003; and the following GE
engine manuals pertain to the subject of this AD:
(1) CF6-80C2 Engine Manual GEK 92451.
(2) CF6-80C2L1F Engine Manual GEK 112213.
(3) CF6-80C2K1F Engine Manual GEK 112721.
(4) CF6-80E1 Engine Manual GEK 99376.
(l) Contact General Electric Company via Lockheed Martin
Technology Services, 10525 Chester Road, Suite C, Cincinnati, Ohio
45215; telephone (513) 672-8400; fax (513) 672-8422, for the service
information identified in this AD.
(m) Contact Robert Green, Aerospace Engineer, Engine
Certification Office, FAA, Engine and Propeller Directorate, 12 New
England Executive Park, Burlington, MA 01803; e-mail:
Robert.green@faa.gov; telephone (781) 238-7754; fax (781) 238-7199,
for more information about this AD.
Issued in Burlington, Massachusetts, on February 17, 2009.
Thomas A. Boudreau,
Acting Manager, Engine and Propeller Directorate, Aircraft
Certification Service.
[FR Doc. E9-3868 Filed 2-23-09; 8:45 am]
BILLING CODE 4910-13-P