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[Federal Register Volume 79, Number 205 (Thursday, October 23, 2014)]
[Rules and Regulations]
[Pages 63307-63311]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2014-24697]

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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 39-17993; AD 2014-21-01]
RIN 2120-AA64

Airworthiness Directives; General Electric Company Turbofan 
Engines

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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SUMMARY: We are superseding airworthiness directives (ADs) 90-26-01, 
91-20-02, and 2009-05-02 for all General Electric Company (GE) CF6-80C2 
and CF6-80E1 series turbofan engines. This AD retains the requirements 
of those ADs and requires removal of additional fuel manifold part 
numbers (P/Ns), additional repetitive inspections, replacement as 
required of certain fuel manifold P/Ns and tube (block) clamps, and 
replacement of loop clamps. This AD was prompted by a report of an 
under-cowl fire caused by a manifold high-pressure fuel leak, and 
several additional reports of fuel leaks. We are issuing this AD to 
prevent failure of the fuel manifold, which could lead to uncontrolled 
engine fire, engine damage, and damage to the airplane.

DATES: This AD is effective November 28, 2014.
    The Director of the Federal Register approved the incorporation by 
reference of certain publications listed in this AD as of November 28, 
2014.

ADDRESSES: For service information identified in this AD, contact 
General Electric Company, GE Aviation, Room 285, 1 Neumann Way, 
Cincinnati, OH 45215; phone: (513) 552-3272; email: geae.aoc@ge.com. 
You may view this service information at the 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.

Examining the AD Docket

    You may examine the AD docket on the Internet at http://

[[Page 63308]]

www.regulations.gov by searching for and locating Docket No. FAA-2007-
28413; 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: Kasra Sharifi, Aerospace Engineer, 
Engine Certification Office, FAA, Engine & Propeller Directorate, 12 
New England Executive Park, Burlington, MA 01803; phone (781) 238-7773; 
fax: (781) 238-7199; email: kasra.sharifi@faa.gov.

SUPPLEMENTARY INFORMATION: 

Discussion

    We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR 
part 39 to supersede AD 90-26-01, Amendment 39-6810 (55 FR 49611, 
November 30, 1990), (``AD 90-26-01''), and AD 91-20-02, Amendment 39-
8036 (56 FR 55231, October 25, 1991), (``AD 91-20-02''), and AD 2009-
05-02, Amendment 39-15826 (74 FR 8161, February 24, 2009), (``AD 2009-
05-02''). AD 90-26-01 and AD 91-20-02 applied to all GE CF6-80C2 series 
turbofan engines. AD 2009-05-02 applied to all GE CF6-80C2 and CF6-80E1 
series turbofan engines. The NPRM published in the Federal Register on 
January 17, 2014 (79 FR 3139). The NPRM was prompted by a report of an 
under-cowl fire caused by a manifold high-pressure fuel leak and 
several additional reports of fuel leaks. The NPRM proposed to retain 
the requirements of the superseded ADs: AD 90-26-01 and AD 91-20-02 
required removal of certain fuel manifold P/Ns; AD 2009-05-02 required 
inspection of certain fuel manifold P/Ns and replacement of certain 
consumable components. The NPRM also proposed to require removal of 
additional fuel manifold P/Ns, performance of additional initial and 
repetitive inspections, replacement as required of certain fuel 
manifold P/Ns and tube (block) clamps, and replacement of loop clamps 
at each fuel manifold inspection opportunity. We are issuing this AD to 
prevent failure of the fuel manifold, which could lead to uncontrolled 
engine fire, engine damage, 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 (79 
FR 3139, January 17, 2014) and the FAA's response to each comment.

Request To Replace Two Incorrect Part Numbers

    Several commenters requested that we replace two incorrect fuel 
manifold P/Ns with the correct P/Ns.
    We agree. We corrected the P/Ns in paragraph (c) of this AD from P/
Ns 1308M31G12 and 1308M32G12 to P/Ns 1303M31G12 and 1303M32G12.

Request To Change and Clarify Compliance Information

    Several commenters requested that we make changes to Table 1 to 
paragraph (e) in the NPRM (79 FR 3139, January 17, 2014). Three 
commenters requested that we remove the compliance time of six months 
because this requirement is unjustified. Two commenters requested that 
we remove one row of information due to redundancy. One commenter 
requested that we reorder the rows to make the table easier to follow.
    We partially agree. We agree that the table is problematic. A six-
month compliance time was meant to be a ``grace period'' for products 
that might have already exceeded the threshold. But, including a 
``grace period'' is unnecessary, since AD 2009-05-02, which we are 
superseding with this AD, mandates the same requirement. We removed the 
six-month compliance time period.
    We disagree with making the other changes as suggested, but did 
reword paragraph (e) to this AD to eliminate the tables and clarify the 
AD.

Request To Change Definition of Shop Visit

    Several commenters requested that we change the definition of shop 
visit to exclude certain maintenance visits because the current 
definition forces the replacement of the fuel manifold at the majority 
of shop visits.
    We agree. We changed the definition of shop visit for the purposes 
of this AD to exclude shop visits for specified types of maintenance.

Request To Allow Reinstallation of Certain P/N Fuel Manifolds During 
On-Wing Maintenance

    Virgin Atlantic Airways, Delta Air Lines, AIRDO, and GE requested 
that we allow reinstallation of fuel manifolds, P/Ns 1303M31G12, 
1303M32G12, 2420M70G01, and 2420M71G01, during on-wing maintenance, and 
only mandate removal of these P/Ns during shop visits. The commenters 
state that modification of the fuel manifold configuration during on-
wing maintenance is not practicable due to complexity, potential for 
maintenance error, and cost compared to replacement during shop visit.
    We agree. The intent of this AD is to require removal of fuel 
manifolds, P/Ns 1303M31G12, 1303M32G12, 2420M70G01, and 2420M71G01, 
during shop visit, not during on-wing maintenance. We removed the 
installation prohibition statement that included these P/Ns.

Request To Exclude Certain Engine Models From Applicability

    Lufthansa Cargo requested that we exclude from the applicability of 
this AD certain CF6-80C2 engine models.
    We disagree. All CF6-80C2 engine models are affected by the same 
unsafe condition. We did not change this AD.

Request To Change the Focus of This AD, and To Retain and Supersede 
Different ADs

    KLM Royal Dutch Airlines (KLM) requested that we address pigtail 
cracking in this AD, instead of tube (block) clamp and loop clamp 
chafing, by retaining AD 2009-05-02, Amendment 39-15826 (74 FR 8161, 
February 24, 2009), AD 91-20-02, Amendment 39-8036 (56 FR 55231, 
October 25, 1991), and AD 90-26-01, Amendment 39-6810 (55 FR 49611, 
November 30, 1990), and by superseding AD 2007-11-20, Amendment 39-
15077 (72 FR 30956, June 5, 2007). KLM states that the recent under-
cowl fire event was related to pigtail cracking, which the FAA has not 
addressed, and not to tube (block) and loop clamp chafing.
    We disagree. Pigtail cracking, tube (block) clamp chafing, and loop 
clamp chafing can all be caused by resonant vibration within the engine 
operation range. This AD requires removal of fuel manifolds susceptible 
to resonant vibration, which addresses pigtail cracking, tube (block) 
clamp chafing, and loop clamp chafing leading to fuel manifold leaks. 
We did not change this AD.

Request To Remove From Paragraph (e)(2) Reference to ``Tube (Block) 
Clamp''

    KLM requested that we delete reference to the ``Tube (Block) 
Clamp'' from paragraph (e)(2) of this AD because instructions regarding 
inspection and replacement of the tube (block) clamp are not addressed 
in that paragraph.

[[Page 63309]]

    We partially agree. The reference to the ``Tube (Block) Clamp'' in 
paragraph (e)(2) is inaccurate. We restructured the compliance 
paragraphs. Paragraphs (e)(2)(ii) and (e)(2)(iii) of this AD now 
reference ``Tube (Block) Clamp.''

Request To Provide More Information Regarding the Unsafe Condition

    Lufthansa Technik AG and Deutsche Lufthansa AG requested that we 
provide additional details concerning the unsafe condition.
    We partially agree. Although the AD Discussion section provides 
sufficient information regarding the fuel manifold leaks, we included a 
reference to additional information in the Related Information 
paragraph of this AD.

Request To Expand Compliance To Address Other Unsafe Conditions

    One commenter requested that we expand the compliance requirements 
of this AD to address other possible unsafe conditions in the designs 
of the accessory gearbox, spray shield, and fuel nozzle, and made 
reference to National Transportation Safety Board (NTSB) safety 
recommendations (SRs) A-13-022 and A-12-047.
    We disagree. Unsafe conditions in the engine caused by designs of 
the accessory gearbox and spray shield are not the subjects of this AD. 
Fire caused by fuel manifold leak is the subject of this AD. SRs A-13-
022 and A-12-047 do not address fire caused by fuel manifold leaks. We 
did not change this AD.

Request To Allow Use of Future Revisions of Referenced Service 
Bulletins (SBs)

    Delta Air Lines requested that we allow use of future revisions of 
the SBs referenced in compliance paragraphs because this would 
eliminate the need to request an alternative method of compliance 
(AMOC) if the SBs are revised.
    We disagree. We are authorized to mandate use of procedures in SBs 
that are published and which we have reviewed. Since future revisions 
of SBs are not yet published, we are not authorized to mandate their 
use in advance. We did not change this AD.

Request To Address Repetitive Inspections of Fuel Manifolds Repaired 
With PTFE-Coated Para-Aramid Tape

    Japan Airlines requested that we allow repetitive inspections of 
fuel manifolds that have PTFE-coated para-aramid tape at the tube 
(block) clamp locations. The NPRM (79 FR 3139, January 17, 2014) 
addressed initial inspections, but did not address repetitive 
inspections of fuel manifolds repaired with PTFE-coated para-aramid 
tape.
    We agree. We changed the references to SBs in this AD to more 
recent versions that allow repetitive inspections of fuel manifolds 
that have PTFE-coated para-aramid tape at the tube (block) clamp 
locations.

Request To Require the Use of GE Method To Replace Fuel Manifolds

    Boeing Commercial Airplanes and another commenter requested that we 
require that manifolds be replaced using the method stated in the GE 
SBs. To substantiate the request, the second commenter referred to NTSB 
SR A-13-028.
    We disagree. The regulations require that operators use acceptable 
methods, techniques, and practices to replace the fuel manifolds. The 
GE SBs contain one acceptable method to replace the fuel manifolds, but 
not the only acceptable method of doing so. We did not change this AD.

Request To Clarify Certain Preamble and Compliance Paragraphs

    GE requested that we clarify, in the ``Proposed AD Requirements'' 
paragraph, the additional P/Ns of fuel manifolds to be inspected and 
replaced. GE also requested that we make clear, in the ``Summary'' 
paragraph, that on-wing replacement of tube (block) clamps and fuel 
manifolds is based on inspection results. GE also requested that we use 
alternative wording in paragraph (e) and Table 2 to paragraph (e) of 
this AD.
    We partially agree. We agree that we needed to clarify the P/Ns to 
be removed before further flight, and those to be inspected until 
removed. We changed this AD to clearly identify both groups. We also 
agree that paragraph (e) of this AD required clarification. We reworded 
paragraph (e) of this AD to clearly identify the requirements to 
correct the unsafe condition.

Request To Allow Installation of Certain Prohibited P/Ns

    Asiana Airlines, EVA Airways, Thai Airways, AIRDO, and Japan 
Airlines requested that for fuel manifold, P/Ns 1303M31G12, 1303M32G12, 
2420M70G01, and 2420M71G01, we reduce the inspection interval or 
require non-destructive inspection at shop visits rather than require 
removal and prohibit installation. The operators state that their 
records do not indicate that these parts cause leaks or experience wear 
that would cause their replacement, and they expressed concerns that 
the reliability of the replacement fuel manifolds is lower than that of 
the prohibited fuel manifolds.
    We disagree. A reduced inspection interval does not prevent pigtail 
cracking between shop visits. Our data does not justify a reduced 
inspection interval to prevent fuel leak events, or indicate that the 
new fuel manifold design has lower reliability. We did not change this 
AD.

Request To Allow Use of Certain P/Ns for Drained Engine Configurations

    Lufthansa Technik AG requested that we allow the use of fuel 
manifold, P/Ns 2420M70G01, 2420M71G01, 1303M31G12, and 1303M32G12, as 
replacement parts for drained (pre SB 73-0253) engine configurations. 
The commenter states that GE's service information allows use of fuel 
manifold, P/Ns 1303M31G12 and 1303M32G12, on engines with drain system 
installed, and this AD does not prohibit installation of fuel manifold, 
P/Ns 1303M31G10 and 1303M32G10.
    We disagree. We have no data showing that drainless fuel manifolds 
installed in engines with a drain system are more reliable than when 
installed in engines with a drainless system. We did not change this 
AD.

Request To Remove Certain Fuel Manifolds From Applicability

    Lufthansa Cargo requested that we remove from the applicability of 
this AD drainless fuel manifolds to which PTFE-coated para-aramid tape 
was applied and the loop and tube (block) clamps were inspected.
    We disagree. We received several reports of fuel leaks and a report 
of under-cowl fire. The inspections alone required by this AD do not 
address pigtail cracking leading to fuel leaks, and therefore do not 
provide an acceptable level of safety. We did not change this AD.

Request To Remove the Word ``Uncontrolled'' From the Description of 
Fire

    Boeing Commercial Airplanes requested that we remove from the 
preamble the word ``uncontrolled'' from the description of fire caused 
by a fuel manifold leak because an uncontrolled fire in this scenario 
could only occur with a significant failure of the engine nacelle fire 
protection system.
    We disagree. The data upon which we relied, including the Continued 
Airworthiness Assessment Methodologies (CAAM) database for transport 
category airplanes, includes data showing flammable fluid leaks leading 
to uncontrolled fires. We did not change this AD.

[[Page 63310]]

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 and editorial changes to 
improve clarity. We have determined that these changes:
     Are consistent with the intent that was proposed in the 
NPRM (79 FR 3139, January 17, 2014) for correcting the unsafe 
condition; and
     Do not add any additional burden upon the public than was 
already proposed in the NPRM (79 FR 3139, January 17, 2014).
    We also 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 would affect 1,126 engines installed on 
airplanes of U.S. registry. We also estimate that required parts cost 
about $34,894 per engine. We also estimate that it will take about 6 
hours to accomplish the actions required by this AD. The average labor 
rate is $85 per hour. Based on these figures, we estimate the total 
cost of this AD to U.S. operators to be $39,864,904.

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 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

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:
0
a. Removing airworthiness directive (AD) 90-26-01, Amendment 39-6810 
(55 FR 49611, November 30, 1990); AD 91-20-02, Amendment 39-8036 (56 FR 
55231, October 25, 1991); and AD 2009-05-02, Amendment 39-15826 (74 FR 
8161, February 24, 2009); and
0
b. Adding the following new AD:

2014-21-01 General Electric Company: Amendment 39-17993; Docket No. 
FAA-2007-28413; Directorate Identifier 2007-NE-25-AD.

(a) Effective Date

    This AD is effective November 28, 2014.

(b) Affected ADs

    This AD supersedes AD 90-26-01, Amendment 39-6810 (55 FR 49611, 
November 30, 1990); AD 91-20-02, Amendment 39-8036 (56 FR 55231, 
October 25, 1991); and AD 2009-05-02, Amendment 39-15826, (74 FR 
8161, February 24, 2009).

(c) Applicability

    This AD applies to all General Electric Company (GE) CF6-80C2 
and CF6-80E1 series turbofan engines with fuel manifold, part number 
(P/N) 1303M31G04, 1303M32G04, 1303M31G06, 1303M32G06, 1303M31G07, 
1303M32G07, 1303M31G08, 1303M32G08, 1303M31G12, 1303M32G12, 
2420M70G01, or 2420M71G01, installed.

(d) Unsafe Condition

    This AD was prompted by a report of an under-cowl fire caused by 
a fuel manifold high-pressure fuel leak, and several additional 
reports of fuel leaks. We are issuing this AD to prevent failure of 
the fuel manifold, which could lead to uncontrolled engine fire, 
engine damage, and damage to the airplane.

(e) Compliance

    Comply with this AD within the compliance times specified, 
unless already done.
    (1) Fuel Manifold Removal.
    (i) After the effective date of this AD, do not return to 
service any CF6-80C2 or CF6-80E1 series engine with fuel manifold P/
N 1303M31G04, 1303M32G04, 1303M31G06, 1303M32G06, 1303M31G07, 
1303M32G07, 1303M31G08, or 1303M32G08, installed.
    (ii) At the next engine shop visit after the effective date of 
this AD, remove from service fuel manifold P/Ns 1303M31G12, 
1303M32G12, 2420M70G01, and 2420M71G01.
    (2) Fuel Manifold, Loop Clamp, and Tube (Block) Clamp Initial 
and Repetitive Inspection and Replacement.
    (i) For CF6-80C2 and CF680E1 series engines, with fuel manifold, 
P/N 1303M31G12, 1303M32G12, 2420M70G01, or 2420M71G01 installed, 
inspect the fuel manifold and replace if required by inspection 
results, and replace the loop clamps as follows:
    (A) For CF6-80C2 series engines, use paragraphs 3.A, 3.C, and 
3.D of GE CF6-80C2 Service Bulletin (SB) No. S/B 73-0326 R04, 
Revision 4, dated December 23, 2009, to do the inspection and 
replacements.
    (B) For CF6-80E1 series engines, use paragraphs 3.A, 3.B, and 
3.C of GE CF6-80E1 SB No. S/B 73-0061 R04, Revision 4, dated 
December 23, 2009, to do the inspection and replacements.
    (C) Compliance time for fuel manifold inspection and loop clamp 
replacement:
    (1) If the engine is a first-run engine, inspect the fuel 
manifold and replace the loop clamps within 7,500 flight hours (FH) 
time-since-new (TSN).
    (2) If the engine's fuel manifold was ever inspected and new 
loop clamps were previously installed, inspect the fuel manifold and 
replace the loop clamps within 7,500 FH time-since-last-inspection 
(TSLI).
    (3) If the engine's fuel manifold was not inspected, new loop 
clamps were not installed, or it is unknown when the loop clamps 
were installed, inspect the fuel manifold and replace the loop 
clamps within 1,750 FH time-since-last-shop-visit or within 4 months 
after the effective date of this AD, whichever occurs later.
    (ii) For CF6-80C2 and CF6-80E1 series engines, with fuel 
manifold, P/N 1303M31G12, 1303M32G12, 2420M70G01, or 2420M71G01, 
with tube (block) clamp, P/N 1153M26G15, installed, inspect fuel 
manifold and tube (block) clamps, and replace if required by 
inspection results, as follows:
    (A) For CF6-80C2 series engines, use paragraphs 3.A.(1) through 
3.A.(8) and 3.C.(1) through 3.C.(2) of GE CF6-80C2 SB No. S/B 73-
0414, Revision 1, dated May 29, 2014, to do the inspection.
    (B) For CF6-80E1 series engines, use paragraphs 3.A.(1) through 
3.A.(6) and 3.C.(1)

[[Page 63311]]

through 3.C.(2) of GE CF6-80E1 SB No. S/B 73-0121, Revision 1, dated 
May 29, 2014, to do the inspection.
    (C) Compliance time for fuel manifold and tube (block) clamp 
inspection:
    (1) If the engine is a first-run engine, inspect the fuel 
manifold and tube (block) clamps within 7,500 FH TSN or within 3 
months after the effective date of this AD, whichever occurs later.
    (2) If the engine was previously inspected using either of GE 
CF6-80C2 SB No. S/B 73-0414, Revision 1, dated May 29, 2014, or GE 
CF6-80E1 SB No. S/B 73-0121, Revision 1, dated May 29, 2014, or 
earlier versions, then inspect the fuel manifold and tube (block) 
clamps within 7,500 FH TSLI or within 3 months after the effective 
date of this AD, whichever occurs later.
    (3) If the engine is not a first-run engine and was not 
previously inspected using GE CF6-80C2 SB No. S/B 73-0414, Revision 
1, dated May 29, 2014, or GE CF6-80E1 SB No. S/B 73-0121, Revision 
1, dated May 29, 2014, or earlier versions, then inspect the fuel 
manifold and tube (block) clamps within 7,500 FH TSN or within 3 
months after the effective date of this AD, whichever occurs later.
    (iii) Thereafter, inspect fuel manifold, P/Ns 1303M31G12, 
1303M32G12, 2420M70G01, and 2420M71G01, and tube (block) clamps, 
replace if required by inspection results, and replace the loop 
clamps within every 7,500 FH TSLI, using paragraphs (e)(2)(i)(A), 
(e)(2)(i)(B), (e)(2)(ii)(A), and (e)(2)(ii)(B) of this AD, as 
applicable.

(f) Definition

    (1) For the purposes of this AD, an engine shop visit is the 
induction of an engine into the shop where the separation of a major 
engine flange occurs, except that induction into the shop for any of 
the reasons in paragraphs (f)(i) through (f)(iv) of this AD is not 
an engine shop visit:
    (i) Induction of an engine into a shop solely for removal of the 
compressor top or bottom case for airfoil maintenance, or for 
variable stator vane bushing replacement;
    (ii) Induction of an engine into a shop solely for replacement 
of the turbine rear frame;
    (iii) Induction of an engine into a shop solely for replacement 
of the accessory gearbox or transfer gearbox, or both; or
    (iv) Induction of an engine into a shop solely for core 
vibration trim balance procedure that requires separation of a major 
engine flange.
    (2) For the purposes of this AD, a first-run engine is an engine 
that has not had a shop visit since entering service.

(g) Alternative Methods of Compliance (AMOCs)

    (1) 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.
    (2) Previously approved AMOCs for AD 2009-05-02 (74 FR 8161, 
February 24, 2009) remain approved for the corresponding 
requirements of paragraphs (e)(1) and (e)(2) of this AD.

(h) Related Information

    (1) For more information about this AD, contact Kasra Sharifi, 
Aerospace Engineer, Engine Certification Office, FAA, Engine & 
Propeller Directorate, 12 New England Executive Park, Burlington, 
MA. 01803; phone (781) 238-7773; fax: (781) 238-7199; email: 
kasra.sharifi@faa.gov.
    (2) For additional details of the under cowl fire that prompted 
this AD, refer to National Transportation Safety Board (NTSB) safety 
recommendation (SR) A-13-028. The NTSB SR is available on the 
Internet at http://www.ntsb.gov/doclib/recletters/2013/A-13-028.pdf.

(i) 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) General Electric Company (GE) CF6-80C2 Service Bulletin (SB) 
No. 73-0326 R04, Revision 4, dated December 23, 2009.
    (ii) GE CF6-80C2 SB No. S/B 73-0414, Revision 1, dated May 29, 
2014.
    (iii) GE CF6-80E1 SB No. 73-0061 R04, Revision 4, dated December 
23, 2009.
    (iv) GE CF6-80E1 SB No. S/B 73-0121, Revision 1, dated May 29, 
2014.
    (3) For GE service information identified in this AD, contact 
General Electric Company, GE Aviation, Room 285, 1 Neumann Way, 
Cincinnati, OH 45215; phone: (513) 552-3272; email: geae.aoc@ge.com.
    (4) You may view this service information at the 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/ibr-locations.html.

    Issued in Burlington, Massachusetts, on October 7, 2014.
Kim Smith,
Acting Directorate Manager, Engine & Propeller Directorate, Aircraft 
Certification Service.
[FR Doc. 2014-24697 Filed 10-22-14; 8:45 am]
BILLING CODE 4910-13-P
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