Document ID: chunk:federal_register_of_legislation:F2010L02761:body:0
Version: federal_register_of_legislation:F2010L02761
Segment Type: other
Provision Reference: 
Character Range: 0–2219

AIRWORTHINESS DIRECTIVE
For the reasons set out in the background section, the CASA delegate whose signature appears below issues the following Airworthiness Directive (AD) under subregulation 39.001(1) of CASR 1998.  The AD requires that the action set out in the requirement section (being action that the delegate considers necessary to correct the unsafe condition) be taken in relation to the aircraft or aeronautical product mentioned in the applicability section: (a) in the circumstances mentioned in the requirement section; and (b) in accordance with the instructions set out in the requirement section; and (c) at the time mentioned in the compliance section.

General Electric Turbine Engines - CF6 Series
AD/CF6/81  Low Pressure Turbine (LPT)  21/2010
           Nozzle Lock Assembly Studs

Applicability:  General Electric Company CF6 engines as specified in FAA AD 2001-04-16.
Requirement:    Unless already accomplished, perform the actions and inspections in accordance with the requirements of FAA AD 2001-04-16.

                Repeat the inspections in accordance with the requirements of FAA AD 2001-04-16.

                Later revisions to the Service Bulletins referred in the Requirement Document that are approved by the United States Federal Aviation Administration (FAA) as an Alternate Method of Compliance (AMOC) to FAA AD 2001-04-16, are considered acceptable for compliance with the equivalent Requirements of this AD.
Compliance:     As specified in the Requirement Document with a revised effective date of
                11 November 2010.
                This Airworthiness Directive becomes effective on 11 November 2010.
Background:     This AD is prompted by a report of an uncontained engine failure.  The actions specified in this AD are intended to detect cracked, loose or missing stage 2 LPT nozzle lock assembly studs that could lead to failure of the locks, nozzle segment rotation, LPT case machining, and subsequent uncontained failure of the engine.  The actions also provide for modifications of nozzle lock assemblies if the nozzle lock studs are found cracked, loose, or missing.

Mike Higgins
Delegate of the Civil Aviation Safety Authority

18 October 2010