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Airworthiness Directive 2002-16-18

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Official AD 2002-16-18 · FR doc 02-20515 · 2002-08-14 · turbine engine

Airworthiness Directives; CFM International CFM56-5B and -7B Series Turbofan Engines

What this AD requires

This amendment adopts a new airworthiness directive (AD), that is applicable to CFM International (CFMI) CFM56-5B and -7B series turbofan engines. This amendment requires retirement of stage 2 low pressure turbine (LPT) nozzle segments and stage 3 LPT nozzle segments, listed in Table 1 of this AD, from service before accumulating 25,000 cycles-since-new (CSN) or at the next LPT module shop visit when either stage 2 LPT nozzle segments or stage 3 LPT nozzle segments are exposed, whichever occurs first. This amendment also requires installation of new design (either new or reworked) nozzle segments, that will aid in containment of the LPT rotor in the event of LPT shaft failure. This amendment is prompted by a report of an LPT shaft failure caused by a hydromechanical unit (HMU) malfunction that induced a higher than anticipated LPT rotor overspeed. The actions specified by this AD are intended to aid in containment of the LPT rotor in the event of LPT shaft failure, which could result in uncontained engine failure and damage to the airplane.

Which aircraft AD 2002-16-18 applies to

MakesCfm International
ModelsCFM56-5, CFM56-7, CFM56
Part-conditional — 338-109-104-0, 338-109-105-0, 338-109-106-0, 338-109-204-0, 338-109-205-0, 338-109-206-0, 338-109-304-0, 338-109-305-0.

AD requires retiring the listed stage 2 and stage 3 LPT nozzle segment part numbers from service and installing new-design (new or reworked) segments before accumulating 25,000 CSN, or at the next LPT module shop visit exposing stage 2 or stage 3 nozzle segments, whichever occurs first, to aid LPT rotor containment in the event of an LPT shaft failure. Rework information in CFM SB 72-0328 (CFM56-5 series) and SB 72-0241 (CFM56-7 series), both dated 2000-05-25.

Whether AD 2002-16-18 actually applies to your aircraft (by serial and installed parts) and whether it’s already complied with comes from that aircraft’s records.

How AD compliance is recorded

A valid compliance record (14 CFR 43.9) states:

Method of compliance — The specific action taken (inspected, replaced, modified) and to what revision.
Date — When the work was done.
Aircraft time — Total time in service / tach at compliance — how recurring next-due is computed.
Signature & certificate — The A&P/IA who returned it to service, with certificate number.
Is AD 2002-16-18 complied with on your aircraft?

Tailplate reads a tail number’s logbooks and matches every applicable AD — including this one — to its compliance evidence, with recurring next-due dates computed.

Look up a tail number →Read the full directive (Federal Register)

Applicability is derived from the FAA directive corpus and is advisory, not a legal airworthiness determination. Compliance is established only from an aircraft’s actual records.