24696 Federal Register / Vol. 81, No. 81 / Wednesday, April 27, 2016 / Rules and Regulations 

the SB specifically list the fleets 

affected, and which steps are applicable 

based on several different configurations 

of various aircraft. Therefore, the 

commenter concluded there is no need 

to include the word ‘‘applicable’’ to 

exclude those products for which the 

requirements clearly do not apply. 

ARSA commented that under part 39 

the FAA cannot make anything 

‘‘applicable’’ that is not directly related 

to the unsafe condition and specified 

actions must be limited to those that 

directly address the unsafe condition. In 

its view, the FAA’s interpretation 

mandates accomplishing all actions, 

whether or not necessary to correcting 

the unsafe condition, which is contrary 

to part 39. 

FAA’s Response to Comments 

The FAA intends ‘‘applicable’’ to 

have the same meaning in both places 

in paragraph (f) of AD 2007–07–02. The 

first usage limits the required actions to 

those that apply to a particular aircraft 

under the specific conditions found; it 

does not permit an operator to decide 

which actions are necessary and which 

are unnecessary to correct the unsafe 

condition. 

The second usage references Table 1 

in the AD that identifies the model of 

aircraft to which each service bulletin 

applies. The ‘‘applicable service 

bulletin’’ means the service bulletin that 

applies to each corresponding aircraft 

model, as indicated in Table 1 of the 

AD. Similarly, ‘‘all the applicable 

actions’’ specified in each applicable 

service bulletin are those actions that 

are identified as applying to a particular 

aircraft. ‘‘Applicable’’ is a necessary 

qualifier in this context for two reasons: 

(1) In many ADs, the referenced service 

bulletins specify different actions for 

different aircraft configurations, 

typically identified as ‘‘Group 1,’’ 

‘‘Group 2,’’ etc.; (2) in many ADs, the 

referenced service bulletins specify 

different actions depending on 

conditions found during performance of 

previous steps in the instructions (e.g., 

if a crack is smaller than a specified 

size, repair in accordance with the 

Structural Repair Manual; if larger, 

repair in accordance with a method 

approved by the Aircraft Certification 

Office). The term ‘‘applicable’’ limits the 

AD’s requirements to only those that are 

specified in the service bulletin for the 

configuration and conditions of a 

particular aircraft. In this case, the word 

‘‘all’’ means that every applicable action 

must be accomplished. 

Although this response applies 

specifically to AD 2007–07–02, this 

general principle also applies to uses of 

the term ‘‘applicable’’ in other ADs. The 

FAA promulgates ADs with specific 

standards to directly address the 

identified unsafe condition. As 

exemplified by AD 2007–07–02, ADs 

often require many different actions for 

various models and aircraft 

configurations. Because of those 

complexities, mandating AD actions 

without incorporating by reference the 

manufacturer’s service bulletin that may 

contain ‘‘normal’’ part 43 maintenance 

actions becomes impracticable or may 

interject unnecessary complexities or 

inconsistencies that adversely affect 

performance of the necessary corrective 

actions. 

Question 4: What is the extent of an 

aircraft operator’s responsibilities when 

an AD requires an action that cannot be 

accomplished on a particular aircraft? 

Answer: Sections 39.15 and 39.17 

require ADs to apply to a specific 

product, even if the product has been 

changed through component removal or 

replacement or other modification. An 

operator who cannot comply with the 

specific requirements of an AD must 

request approval of an AMOC from the 

FAA. The operator must obtain an 

AMOC approval even if the affected 

component has been removed from the 

aircraft, rendering compliance with the 

specific requirements of the AD 

impossible. The AMOC process allows 

the FAA to determine whether the 

unsafe condition has been eliminated 

when an operator removes a component 

addressed in an AD and replaces it with 

a different component. 

Summary of Comments 

Some commenters stated the FAA’s 

interpretation is either wrong because 

when the AD pertains to a specific part 

or component that has since been 

legally removed or pertains to a part or 

such that is not installed on the aircraft, 

the AD no longer applies, or represents 

a change from past practice or guidance. 

FAA Response to Comments 

If a change to a product makes it 

impossible to comply with the 

requirements of an AD, then the 

operator must request an AMOC 

approval from the FAA. Sections 39.15 

and 39.17 directly answer this issue. 

Section 39.15 provides that an AD 

applies to each product identified in the 

AD, even if an individual product has 

been changed by modifying, altering, or 

repairing it in the area addressed by the 

AD. Section 39.17 requires that if a 

change in a product affects an operator’s 

ability to accomplish the actions 

required by the AD in any way, the 

operator must request FAA approval of 

an AMOC. Together these sections 

require an operator who cannot comply 

with the specific requirements of an AD 

to request FAA approval of an AMOC. 

The operator must obtain an AMOC 

approval even if the affected product 

has been removed from the aircraft, 

rendering compliance with the specific 

requirements of the AD impossible. The 

AMOC process allows the FAA to 

determine whether the unsafe condition 

has been eliminated when an operator 

removes a component to which an AD 

applies and replaces it with a different 

component. 

This approach was clearly specified 

in the FAA’s part 39 rulemaking in 

2002. See Airworthiness Directives, 67 

FR 47998 (‘‘Specifically, FAA is adding 

to part 39 the language explaining that 

ADs apply even if products have been 

modified, altered, or repaired in the area 

addressed by the directive.’’). The 2002 

rulemaking did not introduce any new 

regulatory requirements; rather, the 

FAA simply codified in part 39 

provisions currently found in ADs. Id. at 

47999. If a change in a product affects 

one’s ability to comply with the AD, the 

person operating the aircraft or using 

the product must ask the FAA’s 

permission to use an AMOC, and the 

request must either show that the 

change eliminated the unsafe condition 

or include the specific actions proposed. 

Id. at 48000. 

This response was coordinated with 

the Aircraft Maintenance Division of the 

Flight Standards Service and the Design, 

Manufacturing and Airworthiness 

Division of the Aircraft Certification 

Service. 

Issued in Washington, DC, on April 19, 

2016. 

Lorelei Peter, 

Assistant Chief Counsel for Regulations. 

[FR Doc. 2016–09667 Filed 4–26–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–4474; Directorate 

Identifier 2015–NE–34–AD; Amendment 39– 

18485; AD 2016–08–09] 

RIN 2120–AA64 

Airworthiness Directives; Pratt & 

Whitney Division Turbofan Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 


jstallworth on DSK7TPTVN1PROD with RULES
Federal Register / Vol. 81, No. 81 / Wednesday, April 27, 2016 / Rules and Regulations 24697 

Pratt & Whitney Division (PW) 

PW4000–94 inch and PW4000–100 inch 

model turbofan engines. This AD was 

prompted by a report of a crack found 

in the high-pressure compressor (HPC) 

10th stage disk. This AD requires 

performing an ultrasonic inspection 

(USI) or an eddy current inspection 

(ECI) of the HPC 10th stage disk. We are 

issuing this AD to prevent failure of the 

HPC 10th stage disk, uncontained disk 

release, damage to the engine, and 

damage to the airplane. 

DATES: This AD is effective June 1, 2016. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of June 1, 2016. 

ADDRESSES: For service information 

identified in this final rule, contact Pratt 

& Whitney Division, 400 Main St., East 

Hartford, CT 06108; phone: 860 565– 

8770; fax: 860 565–4503. You may view 

this service information at the FAA, 

Engine & Propeller Directorate, 1200 

District Avenue, 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://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2015–4474. 

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–2015– 

4474; 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: 

Katheryn Malatek, Aerospace Engineer, 

Engine Certification Office, FAA, Engine 

& Propeller Directorate, 1200 District 

Avenue, Burlington, MA 01803; phone: 

781–238–7747; fax: 781–238–7199; 

email: katheryn.malatek@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 certain PW PW4000–94 inch 

turbofan engines with HPC 10th stage 

disk, part number (P/N) 51H710 or 

53H976–06, installed and certain 

PW4000–100 inch turbofan engines 

with HPC 10th stage disk, P/N 53H976– 

06, installed. The NPRM published in 

the Federal Register on December 9, 

2015 (80 FR 76400). The NPRM was 

prompted by a report of a crack found 

in the HPC 10th stage disk. The root 

cause of the crack was a manual 

polishing procedure, previously used 

during manufacture, that caused surface 

scratches on the disk. The NPRM 

proposed to require a USI or ECI of the 

HPC 10th stage disk. We are issuing this 

AD to prevent failure of the HPC 10th 

stage disk, which could lead to an 

uncontained disk release, 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 (80 FR 76400, 

December 9, 2015) and the FAA’s 

response to each comment. 

Support for the NPRM 

The Boeing Company and United 

Airlines expressed support for the 

NPRM (80 FR 76400, December 9, 2015). 

Request To Use ECI as Follow-on to USI 

American Airlines requested that we 

revise Compliance paragraph (e) of this 

AD to add a statement that the ECI can 

be used to confirm the presence of a 

crack if a USI is initially performed and 

the ECI is the final authority on whether 

or not a crack is present on the disk. 

We agree. We revised Compliance 

paragraph (e) of this AD to allow a 

follow-on ECI. 

Request To Allow Disk Replacement 

Repairs 

Atlas Air requested that we revise the 

Compliance paragraph (e) of this AD to 

allow use of disk replacement repairs 

per the PW PW4000–94/100 Clean, 

Inspect, Repair (CIR) Manual Part No. 

51A357, Section 72–35–10, Repair 07. 

We disagree. This AD requires 

removal of the 10th stage disk if it fails 

inspection. There are no FAA-approved 

repairs allowed on the 10th stage disk. 

The previously approved PW4000–94/

100 CIR Manual Part No. 51A357, 

Section 72–35–07, Repair 04 to the 

drum rotor, replaces the disk, resulting 

in a part eligible for installation. We did 

not change this AD. 

Request To Allow ECI at Overhaul 

Air India Limited requested that 

Compliance paragraph (e) of this AD 

allow an ECI when the HPC is 

‘‘overhauled’’ rather than when it is 

‘‘removed from the engine.’’ Air India 

Limited indicated that ‘‘overhauled’’ is 

clearer than ‘‘removed from the engine’’. 

We disagree. The intent of this AD is 

to inspect the 10th stage disk at 

exposure. The phrase, ‘‘Whenever the 

HPC front drum rotor is removed from 

the engine . . .’’ clearly describes the 

appropriate level of exposure for 

performing the ECI. We did not change 

this AD. 

Request To Waive Repeat USI 

Air India Limited requested that we 

revise Compliance paragraph (e) of this 

AD to indicate that a repeat USI should 

be waived to reduce the maintenance 

burden if the low-pressure turbine (LPT) 

is removed in less than 100 hours since 

the last USI. 

We disagree. Our safety risk 

assessment assumed that a USI is 

performed whenever the high-pressure 

turbine (HPT) or LPT is removed from 

the engine and an ECI is performed 

whenever the HPC front drum rotor disk 

assembly is removed from the engine. 

We determined the inspection interval 

in the Compliance paragraph (e) of this 

AD provides an acceptable level of 

safety. We did not change this AD. 

Request To Remove Compliance 

Statement 

FedEx requested that we revise 

Compliance paragraph (e) of this AD to 

remove the statement, ‘‘Comply with 

this AD within the compliance times 

specified, unless already done.’’ FedEx 

stated that there are no compliance 

times specified and the compliance 

requires a repetitive inspection, so the 

statement does not apply. 

We disagree. The statement ‘‘. . . 

unless already done’’ allows an operator 

who has performed an initial inspection 

before the effective date of the AD, but 

has not yet returned the part to service, 

to take credit for that action. While there 

is no calendar or cyclic time given, the 

requirements of this AD must be met 

when the HPT, LPT, or HPC front drum 

rotor disk assembly is removed from the 

engine. We did not change this 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 (80 FR 

76400, December 9, 2015) for correcting 

the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 


jstallworth on DSK7TPTVN1PROD with RULES
24698 Federal Register / Vol. 81, No. 81 / Wednesday, April 27, 2016 / Rules and Regulations 

proposed in the NPRM (80 FR 76400, 

December 9, 2015). 

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 

We reviewed PW Alert Service 

Bulletin (ASB) PW4G–100–A72–255, 

dated August 31, 2015 and PW ASB 

PW4ENG A72–833, dated August 20, 

2015. The ASBs provide lists of affected 

HPC disks and describe procedures for 

USI and ECI of the HPC 10th stage disk. 

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. 

Costs of Compliance 

We estimate that this AD affects 763 

engines installed on airplanes of U.S. 

registry. We also estimate that it would 

take about 12 hours per engine to do the 

inspection. The average labor rate is $85 

per hour. Based on these figures, we 

estimate the cost of this AD on U.S. 

operators to be $778,260. 

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 

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 adding 

the following new airworthiness 

directive (AD): 

2016–08–09 Pratt & Whitney Division: 

Amendment 39–18485; FAA–2015–4474; 

Directorate Identifier 2015–NE–34–AD. 

(a) Effective Date 

This AD is effective June 1, 2016. 

(b) Affected ADs 

None. 

(c) Applicability 

(1) This AD applies to all Pratt & Whitney 

Division (PW) PW4050, PW4052, PW4056, 

PW4060, PW4060A, PW4060C, PW4062, 

PW4062A, PW4152, PW4156, PW4156A, 

PW4158, PW4160, PW4460, PW4462, and 

PW4650 turbofan engines, including models 

with a ‘‘-3’’ suffix, with one of the following 

installed: 

(i) High-pressure compressor (HPC) 10th 

stage disk, part number (P/N) 51H710, with 

a serial number (S/N) listed in Table 1 of PW 

Alert Service Bulletin (ASB) PW4ENG A72– 

833, dated August 20, 2015; or 

(ii) HPC 10th stage disk, P/N 53H976–06, 

with an S/N listed in Table 2 of PW ASB 

PW4ENG A72–833, dated August 20, 2015. 

(2) This AD also applies to all PW PW4164, 

PW4168, PW4168A, PW4164C, PW4164C/B, 

PW4170, PW4168A–1D, PW4168–1D, 

PW4164–1D, PW4164C–1D, and PW4164C/

B–1D turbofan engines with an HPC 10th 

stage disk, P/N 53H976–06, with an S/N 

listed Table 1 of PW ASB PW4G–100–A72– 

255, dated August 31, 2015, installed. 

(d) Unsafe Condition 

This AD was prompted by a report of a 

crack found in the HPC 10th stage disk. We 

are issuing this AD to prevent failure of the 

HPC 10th stage disk, uncontained disk 

release, damage to the engine, and damage to 

the airplane. 

(e) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(1) After the effective date of this AD, 

whenever the high-pressure turbine (HPT) or 

low-pressure turbine (LPT) is removed from 

the engine, perform an ultrasonic inspection 

(USI) of the HPC 10th stage disk for cracks. 

If the HPC 10th stage disk fails the USI, 

perform a follow-on eddy current inspection 

(ECI) or remove the disk from service and 

replace with a part eligible for installation. 

(2) After the effective date of this AD, 

whenever the HPC front drum rotor disk 

assembly is removed from the engine, 

perform an ECI of the HPC 10th stage disk 

for cracks. Remove from service any HPC 

10th stage disk that fails inspection and 

replace with a part eligible for installation. A 

USI as required by paragraph (e)(1) of this AD 

is not required if an ECI is performed. 

(f) 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. 

(g) Related Information 

For more information about this AD, 

contact Katheryn Malatek, Aerospace 

Engineer, Engine Certification Office, FAA, 

Engine & Propeller Directorate, 1200 District 

Avenue, Burlington, MA 01803; phone: 781– 

238–7747; fax: 781–238–7199; email: 

katheryn.malatek@faa.gov. 

(h) 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) Pratt & Whitney (PW) Alert Service 

Bulletin (ASB) PW4G–100–A72–255, dated 

August 31, 2015. 

(ii) PW ASB PW4ENG A72–833, dated 

August 20, 2015. 

(3) For PW service information identified 

in this AD, contact Pratt & Whitney Division, 

400 Main St., East Hartford, CT 06108; 

phone: 860–565–8770; fax: 860–565–4503. 

(4) You may view this service information 

at FAA, Engine & Propeller Directorate, 1200 

District Avenue, Burlington, MA. For 

information on the availability of this 

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

(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 


jstallworth on DSK7TPTVN1PROD with RULES
Federal Register / Vol. 81, No. 81 / Wednesday, April 27, 2016 / Rules and Regulations 24699 

202–741–6030, or go to: http://

www.archives.gov/federal-register/cfr/ibrlocations.html. 

Issued in Burlington, Massachusetts, on 

April 7, 2016. 

Colleen M. D’Alessandro, 

Manager, Engine & Propeller Directorate, 

Aircraft Certification Service. 

[FR Doc. 2016–09687 Filed 4–26–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–4344; Directorate 

Identifier 2015–NE–32–AD; Amendment 39– 

18486; AD 2016–08–10] 

RIN 2120–AA64 

Airworthiness Directives; General 

Electric Company Turbofan Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all 

General Electric Company (GE) CF6– 

80C2A1, CF6–80C2A2, CF6–80C2A3, 

CF6–80C2A5, CF6–80C2A5F, CF6– 

80C2A8, CF6–80C2B1, CF6–80C2B1F, 

CF6–80C2B1F1, CF6–80C2B1F2, CF6– 

80C2B2, CF6–80C2B2F, CF6–80C2B3F, 

CF6–80C2B4, CF6–80C2B4F, CF6– 

80C2B5F, CF6–80C2B6, CF6–80C2B6F, 

CF6–80C2B6FA, CF6–80C2B7F, CF6– 

80C2B8F, CF6–80C2D1F, CF6–80C2L1F, 

CF6–80C2K1F and CF6–80E1A1, CF6– 

80E1A2, CF6–80E1A3, CF6–80E1A4, 

and CF6–80E1A4/B turbofan engines. 

This AD was prompted by reports of a 

burn-through of the accessory heat 

shield during an engine fire, 

propagating the fire into the accessory 

compartment and igniting additional 

flammable fuel source. This AD requires 

replacing the accessory heat shield 

assembly. We are issuing this AD to 

prevent fires from propagating into the 

accessory compartment, resulting in an 

uncontrolled engine fire, and damage to 

the airplane. 

DATES: This AD is effective June 1, 2016. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of June 1, 2016. 

ADDRESSES: For service information 

identified in this final rule, contact 

General Electric Company, GE Aviation, 

Room 285, 1 Neumann Way, Cincinnati, 

OH 45215; phone: 513–552–3272; email: 

aviation.fleetsupport@ge.com. You may 

view this service information at the 

FAA, Engine & Propeller Directorate, 

1200 District Avenue, 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://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2015–4344. 

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–2015– 

4344; 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: 

Herman Mak, Aerospace Engineer, 

Engine Certification Office, FAA, Engine 

& Propeller Directorate, 1200 District 

Avenue, Burlington, MA 01803; phone: 

781–238–7147; fax: 781–238–7199; 

email: herman.mak@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 GE CF6–80C2A1, CF6–80C2A2, 

CF6–80C2A3, CF6–80C2A5, CF6– 

80C2A5F, CF6–80C2A8, CF6–80C2B1, 

CF6–80C2B1F, CF6–80C2B1F1, CF6– 

80C2B1F2, CF6–80C2B2, CF6–80C2B2F, 

CF6–80C2B3F, CF6–80C2B4, CF6– 

80C2B4F, CF6–80C2B5F, CF6–80C2B6, 

CF6–80C2B6F, CF6–80C2B6FA, CF6– 

80C2B7F, CF6–80C2B8F, CF6– 

80C2D1F, CF6–80C2L1F, and CF6– 

80C2K1F turbofan engines. This AD that 

would also apply to CF6–80E1A1, CF6– 

80E1A2, CF6–80E1A3, CF6–80E1A4, 

and CF6–80E1A4/B turbofan engines. 

The NPRM published in the Federal 

Register on December 7, 2015 (80 FR 

75952). The NPRM was prompted by 

reports of a burn-through of the 

accessory heat shield during an engine 

fire leading to an accessory 

compartment fire. A fire burns through 

the accessory heat shield and ignites the 

integrated drive generator (IDG) and 

main fuel pump, which supports further 

combustion. The existing accessory heat 

shield assembly leaves a large area 

above the sensitive accessories, such as 

the IDG and the main fuel pump, 

without adequate protection. A total of 

three burn-through events have 

occurred. The NPRM proposed to 

require replacing the accessory heat 

shield assembly. We are issuing this AD 

to prevent an uncontrolled engine fire, 

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 (80 FR 75952, 

December 7, 2015) and the FAA’s 

response to each comment. 

Support for the NPRM (80 FR 75952, 

December 7, 2015) 

The Boeing Company and the 

National Transportation Safety Board 

expressed support for the NPRM (80 FR 

75952, December 7, 2015). 

Revision to Service Information 

We revised the Discussion section and 

Applicability paragraph (e) of this AD to 

include all the GE CF6–80C2 and CF6– 

80E1 turbofan engine models. 

Request To Change Summary 

GE requested that we revise the 

Summary paragraph of this AD to 

correct the number of events and clarify 

the event description. 

We agree. Only three of the originally 

specified five events resulted in heat 

shield burn-throughs. We revised the 

Summary paragraph of this AD to 

correct the number of events and clarify 

the event description. 

Request To Revise the Other Related 

Service Information Paragraph 

GE requested that we revise the Other 

Related Service Information paragraph 

of this AD to remove GE Service 

Bulletin (SB) CF6–80C2 S/B 72–1523, 

dated September 22, 2015. This SB only 

applies to the military variant of the 

engine. 

We disagree. The military variant of 

the engine is also certified by the FAA. 

We did not change this AD. 

Request To Revise the Costs of 

Compliance 

GE, KLM Royal Dutch Airlines (KLM), 

All Nippon Airways (ANA), and Federal 

Express (FedEx) requested that we 

revise the Costs of Compliance 

paragraph of this AD to correct the parts 

cost used in the calculations. 

We agree. We considered the costs of 

all the parts needed to comply with this 

AD and revised the costs per engine to 

$14,207 and the total cost to U.S. 

operators to $13,680,920. 


jstallworth on DSK7TPTVN1PROD with RULES