AD/CF6/74 Amdt 1 - High Pressure Compressor Spool Shaft Stage 14 Disc

The core technical and administrative concepts in the AD are:

• Component and part identification: The AD is targeted at HPCR spool shaft stage 14 disks with specific part numbers (P/N 1703M49G02, P/N 1703M49G03, or P/N 1509M71G10) installed in GE CF6-80C2 and CF6-80E1 series turbofan engines. The AD lists aircraft models on which these engines are installed as examples, but applicability is to the engines and parts regardless of aircraft type.

• One-time ECI requirement: The mandated action is a single ECI of the disk web for crack indications. The AD prescribes particular paragraphs of GE ASBs to be used for the inspections: for module-level inspection use paragraphs 3.B.(1)-3.B.(5) of the relevant ASB Revision 1; for piece-part level inspection use paragraph 3.C.(1). The AD therefore ties the method, scope, and execution level of the inspection directly to GE’s ASB procedures.

• Module-level versus piece-part-level inspection: The AD distinguishes module-level inspections (which examine the disk within its assembled module) from piece-part level inspections (which examine the individual component after disassembly). It directs use of different paragraphs of the ASBs for each inspection context, implying different labour, disassembly, and facility implications depending on which level inspection is undertaken.

• Acceptable service documentation and amendments: The AD lists acceptable service documents by ASB number and revision date. It separately provides “previous credit” for inspections performed using the GE ASBs dated 19 January 2004. Amendment 1 allows later revisions of the named GE ASBs to be acceptable for compliance, but only where those later revisions have been approved by the FAA as an AMOC to the FAA AD that the CASA AD references. Thus, compliance is conditioned not only on following GE procedures, but on those procedures being approved by the FAA where they are later revised.

• Timing defined by maintenance event: The required inspection is not prescribed to occur at a specific calendar interval. Instead, it must be accomplished at the next engine shop visit after the AD effective date where separation of a major engine flange takes place. The AD defines which routine removal or replacement activities do not count as such a shop visit, which affects scheduling and operators’ decisions about when the inspection must be performed.

• Safety rationale and operational consequence: The AD states the safety concern that motivated it , reports of 12 cracked disk webs , and frames the inspection and removal requirement as intended to prevent crack propagation to an uncontained disk failure and consequent aircraft damage. That linkage is the AD’s explicit risk justification for imposing the inspection and removal requirements.

• Regulatory cross-reference and acceptance of AMOCs: Amendment 1 formalises an acceptance pathway by recognising an FAA-approved AMOC as acceptable for compliance with the equivalent requirements of this CASA AD. The AD also explicitly references FAA AD 2009-07-03 Amdt 39-15862, dated 18 March 2009, indicating cross-administration alignment in technical compliance options.

These concepts determine who must act, how they must act, when they must act, and the permissible documentation and approvals that can be relied upon to show compliance.

The AD directly affects operators, owners, maintenance organisations, and maintenance personnel responsible for GE CF6-80C2 and CF6-80E1 series turbofan engines that have the specified HPCR spool shaft stage 14 disks installed. The applicability clause is explicit: the AD applies to "General Electric Company (GE) CF6-80C2 and CF6-80E1 series turbofan engines with high-pressure compressor rotor (HPCR) spool shaft stage 14 disks, part number (P/N) 1703M49G02, 1703M49G03, or 1509M71G10 installed." The AD lists aircraft types on which these engines are installed as non-exhaustive examples, including Airbus A300-600R/F, A310-200/300, A330-200/300, and Boeing 747 variants, 767 variants and MD-11 aeroplanes. The inclusion of example aircraft does not limit the AD to those airframes; applicability is driven by engine model and installed part numbers.

Who pays: The AD places the operational costs on the engine owner or operator and the maintenance organisation performing the inspection. The AD requires the inspection and removal from service where cracks are found. Those actions entail labour, disassembly/reassembly time (module-level vs piece-part level), tooling, inspection equipment (eddy current capabilities), and replacement parts costs for disks removed from service. While the AD text does not quantify costs, the obligation to perform and to remove defective parts establishes the financial burden on the owner/operator and the maintenance supplier.

Who decides: The operator or maintenance provider decides when to perform the inspection within the constraint that it must occur at the next engine shop visit after the AD effective date when separation of a major engine flange will occur, unless already done. The AD stipulates what counts as a shop visit by listing six maintenance actions which, if the engine is introduced to a shop solely for them, are not considered a shop visit for the AD’s purpose. The AD also allows the use of FAA-approved AMOCs to satisfy the equivalent CASA requirements, so operators with access to FAA AMOCs may rely on those approvals.

Maintenance organisations and certifying staff are responsible for performing the inspection according to the GE ASBs specified by the AD, including observing the module-level and piece-part level procedural distinctions in specific paragraphs of the ASBs. If an AMOC is relied upon, the operator must be able to demonstrate that the AMOC was approved by the FAA as an AMOC to FAA AD 2009-07-03.

Regulatory authority and delegated decision making: The AD is issued by the Civil Aviation Safety Authority (CASA), signed by the CASA delegate Mike Higgins, and the instrument becomes effective on 1 December 2011. Amendment 1 to the AD modifies the compliance pathway by expressly accepting FAA AMOC approvals as adequate for CASA compliance, in the circumstances described.

Indirectly affected parties include suppliers of replacement disks and parts, and workshops that must schedule the required inspection work into shop visits. Aircraft operators may need to plan logistics around the requirement that the inspection be performed only at a qualifying shop visit, which affects fleet maintenance planning and potential aircraft downtime.

This AD imposes specific duties on operators and maintenance organisations and recognises limited rights or credit for previously completed work. The obligations and entitlements, as stated in the AD, are:

Duties

• Perform a one-time ECI of the HPCR spool shaft stage 14 disk web for crack indications using the specified GE ASB procedures. The Requirement section instructs operators to "perform a one-time ECI of the HPCR spool shaft stage 14 disk web for crack indications, and remove from service those parts found to be cracked." It prescribes the use of specific paragraphs of the GE ASBs for module-level and piece-part level inspection for each engine series.
• Remove from service any HPCR spool shaft stage 14 disk that exhibits crack indications. The Requirement is explicit that parts found to be cracked must be removed.
• Schedule the inspection at the next engine shop visit where separation of a major engine flange will occur after the AD’s effective date, unless the actions have already been done. The Compliance clause sets the timing trigger tied to the maintenance event rather than a fixed calendar interval.
• Use the procedures enumerated: for CF6-80C2 engines, use GE ASB No. CF6-80C2 S/B 72-A1122, Revision 1, dated 19 June 2006 for module-level ECI (paragraphs 3.B.(1)-3.B.(5)) and paragraph 3.C.(1) for piece-part level ECI; for CF6-80E1 engines, use GE ASB No. CF6-80E1 S/B 72-A0258, Revision 1, dated 15 June 2006 for module-level ECI and paragraph 3.C.(1) for piece-part level ECI.

Rights and credits

• Previous credit: The AD recognises that performance of a one-time ECI using the procedures in GE ASB No. CF6 80C2 S/B 72-A1122 dated 19 January 2004 or GE ASB No. CF6 80E1 S/B 72-A0258 dated 19 January 2004, before the original effective date of the AD, satisfies the compliance requirement. This is an entitlement for operators who already complied using those earlier ASBs.
• Acceptance of later ASB revisions by FAA AMOC: Amendment 1 confers a right to rely on later revisions of the GE ASBs where they have been approved by the FAA as an AMOC to FAA AD 2009-07-03 Amdt 39-15862. The AD states that such FAA-approved AMOCs "are considered acceptable for compliance with the equivalent Requirements of this AD." Practically, that allows operators to use revised GE procedures if an FAA AMOC for the revision exists.
• Operators retain discretion over how to meet the inspection requirement within the AD’s constraints. The AD sets required procedures and timing but relies on operators and maintenance organisations to schedule and execute the inspections.

Operational clarifications

• The AD clarifies that introduction of an engine into a shop solely for certain listed maintenance actions does not count as a qualifying engine shop visit for the purpose of the AD, and therefore does not trigger the requirement. The AD enumerates six such maintenance actions (for example, removal of a compressor case for airfoil or variable stator vane bushing maintenance, or replacement of the turbine rear frame). This is a definitional limitation that affects when an operator is obliged to comply.

Limitations and scope

• The AD applies only to those engines and P/Ns specified; presence or absence of those P/Ns is a factual matter for each engine. It is the operator’s duty to determine applicability for each engine in their fleet and to document compliance or previous credit.

Record-keeping and proof of compliance are not explicitly stated as duties in the AD text, but compliance will require operators and maintainers to be able to demonstrate that the ECI was performed using the specified ASB procedures, and to show the justification for relying on previous credit or an FAA-approved AMOC where applicable.

The AD text supplied does not set out specific civil or criminal penalties, infringement schedules, or enforcement procedures. It is an instrument issued by the Civil Aviation Safety Authority (CASA) and signed by a CASA delegate, with an effective date specified. As such, the AD imposes mandatory maintenance action requirements on operators of the affected equipment as a regulatory instrument. The AD states that it becomes effective on 1 December 2011.

Enforcement mechanisms are not detailed in the AD text. The directive itself imposes a compliance requirement linked to an engine shop visit and prescribes the inspection procedure and corrective action (remove from service) for parts found to be cracked. The AD connects to an operational safety outcome by identifying the hazard , reports of 12 cracked HPCR spool shaft stage 14 disk webs , and by stating the objective, which is to prevent cracks from propagating to an uncontained disk failure and damage to the aeroplane. This safety rationale implicitly underpins enforcement: failure to perform the required inspection and removal where necessary exposes the aircraft to the stated safety risk.

Where the AD references FAA documents and AMOCs, it indicates cross-administration acceptance of certain compliance pathways. The Amendment 1 language that later revisions to the listed GE ASBs approved by the FAA as an AMOC are acceptable for compliance indicates that CASA acknowledges FAA determinations for equivalence in those circumstances.

Operational and compliance implications affecting enforcement

• The AD ties the compliance trigger to an engine shop visit where separation of a major engine flange occurs. Operators may therefore postpone the inspection until such a shop visit if the engine is not otherwise scheduled for that level of maintenance. The AD also lists maintenance actions that do not count as a shop visit, offering operators a definitional basis to plan compliance. This scheduling feature changes how and when an enforcement authority might check for compliance; verifying compliance requires inspection of maintenance records to determine whether an engine shop visit, as defined, occurred after the effective date and whether the required ECI was done at that visit.
• Removal-from-service of cracked parts is a mandatory corrective step; if an operator retains or re-installs parts found to be cracked, that contradicts the AD’s explicit instruction.

Because the AD text does not specify penalties, the precise consequences of non-compliance would be determined by CASA’s broader regulatory enforcement framework and aviation safety laws, rather than by provisions set out inside this AD. The AD itself states the safety risk that motivated the requirement and specifies the compulsory maintenance actions that must be taken to mitigate that risk.

The AD explicitly references and interacts with United States Federal Aviation Administration (FAA) regulatory instruments and processes. The AD cites FAA AD 2009-07-03 Amdt 39-15862 dated 18 March 2009 as a related instrument. Amendment 1 to this CASA AD adds that later revisions to the specified GE ASBs (CF6-80C2 S/B 72-A1122 and CF6-80E1 S/B 72-A0258) are acceptable for compliance with the equivalent CASA AD requirements where those later revisions have been approved by the FAA as an Alternative Method of Compliance (AMOC) to the FAA AD. That creates a cross-administration recognition pathway: FAA AMOC approval for revision(s) of the GE ASBs can be relied upon to satisfy the CASA AD’s requirements.

In practical terms, the AD incorporates GE ASBs as the normative inspection and corrective action source, and then provides an acceptance mechanism for subsequent ASB revisions when such revisions are accompanied by FAA AMOC approval against the referenced FAA AD. The AD therefore establishes an interaction pattern where:

• GE issues ASBs with inspection procedures;
• CASA’s AD mandates use of specific ASB revisions (Revision 1 versions dated June 2006) or earlier 2004 versions for previous credit; and
• later ASB revisions become acceptable under CASA where the FAA has approved those revisions as AMOCs to the FAA AD.

The AD does not reference domestic statutes, standards, or other CASA instruments beyond the signing and effective date. It also does not set out specific obligations under civil aviation safety legislation beyond the maintenance requirement itself. The AD should be read in the context of CASA’s broader regulatory framework, where airworthiness directives are enforceable instruments obliging operators to act to maintain airworthiness; however, the AD text supplied does not itself set out that broader statutory framework.

Because the AD accepts FAA AMOCs for compliance, operators that operate internationally or that already interact with FAA regulatory approvals can coordinate compliance pathways across jurisdictions. The AD also indicates that compliance can be demonstrated by following the GE ASBs listed, subject to the ASB revision and AMOC considerations described.

No other domestic or international legal instruments are referred to in the AD text provided. The AD’s references to the GE ASBs, their dates and revisions, and to FAA AD 2009-07-03 Amdt 39-15862 form the complete cross-referential framework stated in the instrument.

The AD’s amendment history is stated explicitly within the document. The sequence and key dates are:

• Original AD: The original issue of the Directive became effective on 4 June 2009. That date marks the AD’s original entry into force according to the AD note, which states, "The original issue of this Directive became effective on 4 June 2009."

• Amendment 1: This document is an amendment designated AD/CF6/74 Amdt 1. The Amendment 1 notation appears in the heading and the tables. Amendment 1’s text explicitly states that it "notates the acceptability of an FAA Approved AMOC for compliance with the equivalent requirements of this AD." The Amendment itself becomes effective on 1 December 2011, as recorded in the AD: "This Amendment becomes effective on 1 December 2011."

• Service bulletin revision references: The AD’s Requirement section references GE ASB No. CF6-80C2 S/B 72-A1122, Revision 1, dated 19 June 2006, and GE ASB No. CF6-80E1 S/B 72-A0258, Revision 1, dated 15 June 2006. It also recognises earlier GE ASBs dated 19 January 2004 for previous credit. Amendment 1 adds the statement that later revisions to those GE ASBs, if approved by the FAA as an AMOC to FAA AD 2009-07-03, are acceptable for compliance. This change is the operative amendment introduced by Amendment 1.

• FAA AD cross-reference: Note 2 in the AD states "FAA AD 2009-07-03 Amdt 39-15862 dated 18 March 2009 refers." The AD thereby ties into the FAA’s regulatory action, and Amendment 1 makes that linkage operational with respect to acceptance of FAA AMOCs.

The AD is signed by Mike Higgins, a CASA delegate, and dated 29 November 2011, which aligns with the Amendment 1 effective date of 1 December 2011. The AD’s amendment history thus consists of the original 2009 issuance and this 2011 amendment which clarified acceptance of FAA AMOCs and the status of later ASB revisions.

No further amendments, supersessions, or revocations are noted within the supplied text beyond Amdt 1. The AD’s text does not indicate any planned future revisions or sunset dates. The AD’s amendment history as presented is concise: initial AD effective 4 June 2009, followed by Amendment 1 effective 1 December 2011 which adds the FAA AMOC acceptance statement and clarifies acceptable ASB revisions.

The AD text supplied contains no reference to litigation, court decisions, judicial reviews, or case law interpreting its provisions. It does reference FAA AD 2009-07-03 Amdt 39-15862 and indicates that FAA-approved AMOCs to that FAA AD are acceptable for compliance with the CASA AD when applicable, but it does not cite or recount any litigation or administrative appeals related to either the FAA AD or the CASA AD.

Because the source document does not include any litigation history, there is no record within this AD of judicial or administrative determinations that would affect the interpretation, enforcement, or application of its requirements. The absence of litigation information in the AD means that, as far as the text is concerned, operators and maintenance organisations must rely on the directive as issued, and on the GE ASBs and FAA AMOC processes referenced, to determine compliant action.

For practitioners and compliance officers, that absence signifies that any legal arguments based on precedent, judicial interpretation, or contested enforcement history are not set out in this primary source. If legal challenges or administrative reviews exist elsewhere, they are not reported in the supplied AD text. Therefore, evidentiary reliance for compliance should be placed on the AD language itself, the ASB procedures specified, and any FAA AMOC documentation relied on to satisfy the Amendment 1 acceptance pathway.

In short, the document contains no litigation history; there are no recorded cases or legal rulings in the AD text supplied that interpret, modify, or limit the AD’s operational requirements.

The AD contains specific definitions, thresholds and cross-references that can create operational traps if not carefully observed. Key practical pitfalls to be aware of, grounded in the AD text, are:

• Applicability by part number and engine series: The AD applies only to HPCR spool shaft stage 14 disks with P/N 1703M49G02, 1703M49G03, or 1509M71G10 installed in CF6-80C2 and CF6-80E1 engines. If operators fail to verify installed part numbers accurately, they may misunderstand whether the AD applies to a given engine. The AD’s Applicability statement is precise; do not rely on aircraft type alone.

• Module-level versus piece-part-level procedural requirements: The AD mandates use of particular paragraphs of the GE ASBs depending on whether the ECI is done at the module level or the piece-part level. For module-level ECI, use paragraphs 3.B.(1)-3.B.(5) of the listed ASBs; for piece-part level ECI, use paragraph 3.C.(1). Using the wrong procedure paragraph risks non-compliance with the AD’s procedural prescription.

• Timing is triggered by a defined maintenance event: The inspection is required "At the next engine shop visit where the separation of a major engine flange will occur after the effective date of this AD, unless the actions have already been done." This means there is no immediate fleet-wide grounding or calendar deadline; instead, the inspection is linked to when a qualifying shop visit happens. Operators might misunderstand this and either delay beyond what is reasonable for safety or prematurely consider an engine shop visit where none, under the AD’s definition, has occurred.

• Narrow definition of a qualifying shop visit: The AD explicitly lists six maintenance actions that, if the engine is introduced into a shop solely for them, do not count as a qualifying engine shop visit. Those actions include removal of a compressor case for airfoil or variable stator vane bushing maintenance, removal/replacement of the stage 1 fan disk, turbine rear frame replacement, accessory/transfer gearbox removal or replacement, fan forward case removal or replacement, or any combination of these actions. If maintenance is limited to such tasks, the AD’s inspection requirement is not triggered. Operators must not misclassify visits and thereby unintentionally avoid required ECI.

• Reliance on previous credit requires specific earlier ASBs: The AD grants previous credit only where a one-time ECI was performed using the procedures in GE ASB No. CF6-80C2 S/B 72-A1122 dated 19 January 2004 or GE ASB No. CF6-80E1 S/B 72-A0258 dated 19 January 2004, performed before the original AD effective date. Using other earlier or modified procedures without matching the exact ASB references will not constitute the "previous credit" the AD recognises.

• Acceptance of later ASB revisions is conditional: Amendment 1 accepts later revisions to the GE ASBs only if those revisions have been approved by the FAA as an AMOC to FAA AD 2009-07-03 Amdt 39-15862. That is a two-part condition: the GE ASB revision must exist, and the FAA must have approved that revision as an AMOC to the referenced FAA AD. Operators cannot assume that a GE ASB later revision is acceptable for CASA compliance unless the FAA has issued the requisite AMOC approval to the FAA AD.

• Removal-from-service is mandatory for cracked parts: The Requirement says to "remove from service those parts found to be cracked." There is no allowance in the AD to rework or return to service cracked disks. If a disk is flagged by ECI, it must be removed. This has supply and scheduling implications because replacement parts will be required for continued engine operation.

• Cross-jurisdictional administrative linkage: The AD’s Amendment 1 creates a pathway to accept FAA-approved AMOCs. Operators relying on that pathway must ensure they can document the specific FAA AMOC approval to the FAA AD 2009-07-03. The AD does not detail a CASA AMOC route; it relies on FAA AMOC approvals for acceptance of later ASB revisions.

• Documentation and proof: While the AD does not state record retention requirements explicitly, demonstrating compliance will require maintaining records showing which ASB procedures were used, when the ECI occurred, and the outcome. If an operator relies on "previous credit" or an FAA AMOC for a later ASB revision, documentary proof of the specific ASB and the date of the inspection or the FAA AMOC approval will be necessary.

• Safety rationale remains: The AD cites reports of 12 cracked disk webs and states the intended purpose is to "prevent cracks from propagating to an uncontained failure of the disk and damage to the aeroplane." This explains why the AD requires removal-from-service for cracked parts; any operational decision to defer replacement exposes the aircraft to that stated hazard.

Operators and maintainers should plan around these gotchas when scheduling inspections, ordering replacement parts, and deciding whether to rely on previous work or FAA AMOCs for compliance.

The AD prescribes a clear compliance pathway tied to specific service documentation and a defined maintenance event. The following step-by-step compliance checklist is grounded in the AD text and provides practical actions operators and maintenance organisations should follow.

1. Applicability determination

   • For each engine in your fleet, determine whether it is a GE CF6-80C2 or CF6-80E1 series engine with an HPCR spool shaft stage 14 disk installed.
   • Verify the disk part number. The AD applies to disks with P/N 1703M49G02, 1703M49G03, or 1509M71G10. The AD’s Applicability clause is explicit; use it to confirm whether each engine is within scope.

2. Assess previous compliance for credit

   • Check maintenance records to see if a one-time ECI of the HPCR spool shaft stage 14 disk web was already performed before the original effective date of the AD, using GE ASB No. CF6-80C2 S/B 72-A1122 dated 19 January 2004 (for CF6-80C2 engines) or GE ASB No. CF6-80E1 S/B 72-A0258 dated 19 January 2004 (for CF6-80E1 engines).
   • If such an inspection was performed using those exact ASBs prior to the AD’s original effective date, the AD states that compliance is satisfied by that prior work.

3. Schedule the inspection

   • If previous credit does not apply, schedule the one-time ECI to occur at the next engine shop visit after the AD effective date in which separation of a major engine flange will occur.
   • Confirm whether an upcoming maintenance event qualifies as a shop visit under the AD. The AD expressly notes that introduction into a shop solely for certain maintenance tasks is not considered an engine shop visit for the AD. The AD lists six such maintenance actions; if the engine is in the shop only for any of those, the AD’s timing trigger does not apply.

4. Select the correct GE ASB procedures

   • For CF6-80C2 series engines, use GE ASB No. CF6-80C2 S/B 72-A1122, Revision 1, dated 19 June 2006: paragraphs 3.B.(1)-3.B.(5) for module-level ECI, and paragraph 3.C.(1) for piece-part level ECI.
   • For CF6-80E1 series engines, use GE ASB No. CF6-80E1 S/B 72-A0258, Revision 1, dated 15 June 2006: paragraphs 3.B.(1)-3.B.(5) for module-level ECI, and paragraph 3.C.(1) for piece-part level ECI.
   • If you intend to use a later revision of the GE ASB, ensure that the later revision has been approved by the FAA as an AMOC to FAA AD 2009-07-03 Amdt 39-15862; Amendment 1 states that such FAA-approved AMOCs are acceptable for compliance with the equivalent CASA AD requirements.

5. Perform the ECI per the ASB paragraphs

   • Execute the module-level or piece-part level ECI as directed in the specified ASB paragraphs. The AD ties procedural compliance specifically to those paragraphs.
   • Ensure qualified personnel, appropriate eddy current equipment, and the capacity to perform the module disassembly or piece-part inspection as required by the chosen ASB procedure are available.

6. Action on inspection findings

   • If the ECI shows crack indications in the HPCR spool shaft stage 14 disk web, remove the disk from service as required by the AD. The Requirement is explicit: "remove from service those parts found to be cracked."
   • Follow GE or approved maintenance practices for disposal or replacement of the removed part. The AD does not prescribe repair options for cracked disks; it requires removal.

7. Document the work and any AMOC reliance

   • Although the AD does not specify record-keeping requirements, maintain documentation that evidences: a) the engine and disk P/N to which the AD applied; b) the GE ASB and revision/paragraphs used for ECI; c) the date and location of the engine shop visit where the inspection occurred; d) inspection results and any removal-from-service actions; and e) if applicable, proof of reliance on previous credit (e.g. evidence of the earlier 19 January 2004 ASB procedures being used) or evidence of the FAA AMOC approval that you are relying upon.
   • Because Amendment 1 permits acceptance of FAA AMOCs, retain copies of the FAA AMOC documentation that ties a later ASB revision to FAA AD 2009-07-03, if that AMOC is relied upon.

8. Plan for parts replacement and operational impact

   • Expect that any cracked disk must be removed and replaced, which will require sourcing replacement parts and scheduling downtime. The AD’s removal-from-service requirement imposes this operational consequence; the AD lists no repair options within its text.
   • Coordinate with parts suppliers and maintenance planners to handle the potential for one or more disks being removed during the ECI.

9. Re-check relevance of revised ASBs and FAA AMOCs

   • If new GE ASB revisions appear after the AD effective date, confirm whether the FAA has approved those revisions as AMOCs to the FAA AD referenced. Amendment 1 only accepts later ASB revisions where the FAA has issued an AMOC to the FAA AD. Accordingly, check FAA AMOC notices and the FAA AD to determine if a later GE ASB revision may be used for compliance.

10. Verify compliance status across the fleet

    • Maintain a compliance register for all engines within the fleet that fall under the AD’s applicability. Record whether previous credit was applied, whether the ECI was performed under the AD’s requirements at a qualifying shop visit, the results, and any removals from service.

Summary of key text references to consult during compliance

• Applicability clause for P/Ns and engine series.
• Requirement clause specifying the one-time ECI and removal of cracked parts.
• GE ASB references and the specific paragraphs cited: 3.B.(1)-3.B.(5) for module-level ECI, 3.C.(1) for piece-part level ECI, in the specified ASB Revision 1 documents dated June 2006.
• Previous credit clause referencing the GE ASBs dated 19 January 2004.
• Compliance clause describing the shop-visit timing rule and the list of maintenance actions that do not qualify as a shop visit.
• Amendment 1 text that accepts FAA-approved AMOCs to the FAA AD 2009-07-03 Amdt 39-15862 as acceptable for compliance with equivalent AD requirements.

Following these steps aligned with the AD language will permit operators and maintenance organisations to demonstrate procedural compliance with the directive as written.