A product support publication for the CF34 regional jet engine family April 2015

Index of articles
Engine model Article title Article number Section
CF34-8C/-8E Revisions to oil level temperature sensor 15-04-7721-01 Line
SBs 77-0006 and 77-0002

CF34-8C Oil level temperature sensor QRH updates 15-04-7932-02 Line

CF34-10E Preventing W9B harness chafing 15-04-7200-03 Line

CF34-3 Replacement of the fuel oil heat exchanger 15-04-7900-04 Line

CF34-All FAA AD 2013-06-06 OBV removals 15-04-7200-05 Line

IN EVERY ISSUE
CF34-All Update on TS-1 fuel harmonization in 15-04-7300-06 Line
Commonwealth of Independent States Statistics 2
(CIS)
CF34-All Increasing FAME (Fatty Acid Methyl Esters) 15-04-7300-07 Line Operation 3
in jet fuel
Line 4
CF34-8C/-8E Introduction of stage 4 LPT disk PN 15-04-7257-08 Shop
4117T13P05 Shop 10
CF34-3 Replacement of MFC min speed 15-04-7321-09 Shop
adjustment lever General 14

CF34-8E Fuel low pressure switch filter replacement 15-04-7300-10 Shop Documents 21

CF34-10A/-10E HPC stages 4 through 8 vane markings 15-04-7231-11 Shop All Operators Wires 34

CF34-All Power Corner: fleet management – 15-04-7200-12 General

staggering your fleet (part 5)

CF34-All Service Bulletins related to critical items 15-04-7200-13 General

now published in Fleet Highlites

CF34-All GE Aviation’s first additive manufactured 15-04-7200-14 General

part takes off on a GE90 engine

CF34-All GE Aviation business base growing 15-04-7200-15 General

CF34-All Comprehensive, data-driven solutions 15-04-7200-16 General

drive Fleet Support renaming

CF34-All Finding more than 50 new ways to 15-04-7200-17 General

approach inspection

CF34-All Innovation Challenge uncovers new 15-04-7200-18 General

approaches to complex castings

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Back to top STATISTICS

CF34 program status

Data thru March 2015

Engine model Aircraft Engines Operators Cumulative hours Cumulative cycles

CF34-3 1020 2299 76 57,906,446 51,137,415

CF34-8C 734 1602 44 26,567,249 19,580,000

CF34-8E 463 1036 37 13,284,876 10,001,167

CF34-10E 676 1476 71 16,390,946 11,662,365

Total 2892 6413 - 114,149,517 92,380,947

CF34 engine-caused reliability rates

Number of events | rates – 12-month rolling average
Data thru March 2015

Unplanned removal*, Shop visit*, IFSD*, ATO**,

Engine model count | rate count | rate count | rate count | rate

CF34-3 76 0.030 93 0.037 13 0.005 5 0.004

CF34-8C 99 0.032 116 0.037 9 0.003 5 0.004

CF34-8E 114 0.058 153 0.077 2 0.001 3 0.004

CF34-10E 92 0.028 186 0.057 3 0.001 2 0.002

* (per 1000 engine flight hours)
** (per 1000 aircraft departures)

CF34 total reliability rates

Rates/number of events – 12-month rolling average
Data thru March 2015

Removal*, Unplanned removal*, Shop visit*, IFSD*, ATO**,

Engine model count | rate count | rate count | rate count | rate count | rate

CF34-3 534 0.210 111 0.044 111 0.044 20 0.008 9 0.008

CF34-8C 239 0.077 121 0.039 143 0.046 14 0.004 10 0.008

CF34-8E 237 0.120 131 0.066 186 0.094 4 0.002 8 0.011

CF34-10E 340 0.105 111 0.034 232 0.072 4 0.001 16 0.014

* (per 1000 engine flight hours)
** (per 1000 aircraft departures)

GE Aviation Proprietary Information – subject to restrictions on cover CF34R Fleet Highlites | April 2015 2
Back to top OPERATION

Operational events
IFSDs/ATOs

Date Aircraft Position Engine model Event Cause Crew report Maintenance action

March 4 CRJ900 2 CF34-8C5 ATO Non-engine Noise BSI showed unserviceable FOD-
related HPC damage – fan blade
damage – replaced engine

March 5 E195-100 1 CF34-10E ATO Non-engine ENG TLA NOT Tests ok – released aircraft
TOGA message

March 11 E170-100 1 CF34-8E IFSD Non-engine Oil pressure Circuit breaker open – corrected –
indication to zero released aircraft

March 30 E170-100 2 CF34-8E5A1 ATO Non-engine Noise / normal Inspections / ground runs OK –
parameters released aircraft

March 31 E190-100 2 CF34-10E ATO Non-engine High N1 vibration Inspections ground run OK –
released aircraft

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CF34-8C/-8E | Revisions to oil level temperature sensor

SBs 77-0006 and 77-0002 (15-04-7721-01)
Some operators have reported difficulty when sending the Oil Level In addition, the associated technical publications will be updated
Temperature Sensor to the OEM for repair or warranty. This is accordingly with this information in the next revisions.
because the Vendor Part Number was not included in the associated
Service Bulletins, only the GE Part Number. The Service Bulletin revisions have been available at myGEAviation
(https://my.geaviation.com/) and the Customer Web Center since
This article announces the revision of the following Services Bulletins March 13, 2015.
that includes PNs 4120T19P03 (VIN 77-167-3) and 4120T19P02
(VIN 77-167-2). * Service Bulletin links are provided to the most recent Service
Bulletin revision at the time this edition of Fleet Highlites was
 CF34-8C SB 77-0006 (link to Rev.1)*
published. Readers are reminded that more recent revisions
ENGINE INDICATING SYSTEM - OIL LEVEL/TEMPERATURE SENSOR
may have been issued since that time. Check the CWC for the
(77-41-02) - INTRODUCTION OF IMPROVED OIL
most recent revision.
LEVEL/TEMPERATURE SENSOR VIN 77-167-3 (P/N 4120T19P03)
 CF34-8E SB 77-0002 (link to Rev.2)*
ENGINE INDICATING SYSTEM - OIL LEVEL/TEMPERATURE SENSOR
(77-41-02) - INTRODUCTION OF IMPROVED OIL
LEVEL/TEMPERATURE SENSOR VIN 77-167-3 (P/N 4120T19P03)

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CF34-8C | Oil level temperature sensor QRH updates

(15-04-7932-02)
GE would like to inform CF34-8C operators that Bombardier has Additionally, the Component Maintenance Manual (CMM)
completed the updates to the Quick Reference Handbook (QRH) for Acceptance Test Procedure (ATP) has been revised to add a high
the CRJ700 (Flight Manual Revision 14, dated January 16, 2015), temperature test to the ATP to more accurately identify faulty
CRJ900 (Flight Manual Revision 10, dated February 27, 2015) and sensors. Prior to this change, some of the faulty sensors had passed
CRJ1000 (Flight Manual Revision 9, dated March 13, 2015). The the ATP and were reinstalled on aircraft creating a second event.
changes are intended to prevent commanded in-flight shutdowns
of engines that had a faulted temperature sensor element in the Oil GE recommends that customers review their Overhaul/Testing
Level Temp Sensor (OLTS) in flight. The revised QRH allows the Purchase Orders to reference the latest revision of the CMM (GEK
engine to continue operation with a high oil temperature warning 105131, 79-32-42 Revision 4 dated Jun 25, 2014).
provided that the oil pressure and oil level are within the normal
range.

Root cause analysis of the event sensors has revealed that the
faulted sensors are the result of oil contamination of the
temperature sensing element due to breakdown of the silicone
protective coating. The fault is typically seen at higher temperatures
and results in inaccurate excessively high temperature being
reported in the cockpit.

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CF34-10E | Preventing W9B harness chafing (15-04-7200-03)

Recently, several CF34-10E operators have reported W9B harness  SB 72-0245 (link to Rev.1)* further prevents chafing of electrical
(part number 341W5811-501) distress that resulted in significant harnesses by introducing improved support brackets and W9B
events. This article describes the Service Bulletins and on-wing routing.
repairs that can be performed to help prevent wear on electrical
 The kit provided by SB 72-0247 (link to Rev.0)* includes new
harnesses.
W6/W7 harnesses and support brackets for improved routing and
clearance. SB 72-0247 recommends incorporation of SB 72-0245
In February, one N1 vibration event led to an Air Turn Back and
to optimize wiring harness clearances.
subsequent Delay/Interruption. Investigation found the W9B
harness with unserviceable distress near the N1 sensor connector
Alternatively, preventive action can be taken by applying CMM 71-
and the harness was replaced. This N1 vibration event could be
50-10 REPAIR 001 Teflon Tape Repair of Minor Wear on Peek Outer
prevented with maintenance action.
Sleeve and Metallic Overbraid. This preventive action, pre-distress
wrapping of a known chafing location on the W9B, is similar to that
Available control programs recommended in the past for the W3 and W4 harnesses.
To help prevent electrical harness chafing, the following Service
Bulletins have been issued that improve electrical harness routing Recommendations
and clearances:
GE recommends that operators comply with the Service Bulletins
 SB 72-0115 (link to Rev.1)* was introduced in 2008 to remove the described in this article to help prevent wiring harness chafing.
T3 and Tcase sensors from engines equipped with FADEC software Alternatively, as a preventive measure, the Teflon tape repair can be
version 5.32 and higher. Doing so prevented W9B chafing against applied to areas where chafing can occur to improve the chafing
the T3 and Tcase system hardware. This contact is the main driver resistance at those locations.
of W9B field distress. The main damage is found on the left side
routing to the N1 Accelerometer. GE has addressed this cause by * Service Bulletin links are provided to the most recent Service
removing the Tcase – T3 sensor systems in SB 72-0115. This SB Bulletin revision at the time this edition of Fleet Highlites was
was not incorporated on the February event engine. published. Readers are reminded that more recent revisions
may have been issued since that time. Check the CWC for the
most recent revision.

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CF34-3 | Replacement of the fuel oil heat exchanger

(15-04-7900-04)
GE identified a suspect population of 37 CF34-3 fuel/oil heat Where is the heat exchanger located?
exchangers (PN 6087T05P02) that may be susceptible to corrosion of
internal fuel lines that run through the oil reservoir. These heat The fuel/oil heat exchanger is located at the 4 o´clock position,
exchangers may have been manufactured with material that did not forward looking aft (FLA). See Figure 1.
conform to GE design specifications.

This article recommends that operators comply with Category 2

SB 79-0028 (link to Rev.0)*, which provides directions to inspect the
Heat Exchanger and look for its Serial Number and determine
whether it is contained in the list of affected parts. If serial number
is not in the list, no additional work is required, but if it is the suspect
list, the component must be replaced.

Replacing the suspect components will help prevent fuel from

leaking into the lube system, which reduces the lubricant capability
that affects internal components such seals and bearings. Fuel
mixed in oil requires a complete oil service flushing and service.

Recommendations
SB 79-0028 is category 2, do within 3000 cycles or one year from the
Service Bulletin issue date of February 3, 2015, whichever occurs
first.
Industry support is available. Please contact your Customer Support
Manager for details.

Figure 1: FOHE position (CF34-3B)

* Service Bulletin links are provided to the most recent Service

Bulletin revision at the time this edition of Fleet Highlites was
published. Readers are reminded that more recent revisions
may have been issued since that time. Check the CWC for the
most recent revision.

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CF34-8C/-8E | FAA AD 2013-06-06 OBV removals (15-04-7200-05)

Reference: CF34-8C/-8E All Operators Wire (15-CF34-003), April 23, 2015

The purpose of this All Operators Wire is to notify operators of CF34- If there are any questions or assistance needed in compliance
8 engines that our records show all Honeywell manufactured please contact your GE Aviation Customer Support Manager or Fleet
Operability Bleed Valves (OBVs) have been removed from fielded Support at +1-513-552-3272 or aviation.fleetsupport@ge.com.
engines. These actions were completed in accordance with removal
requirements defined in FAA Airworthiness Directive (AD) 2013-06-06
(and associated GE Service Bulletin’s CF34-8C-AL SB 75-0017 and
CF34-8E-AL S/B 75-0012). Honeywell manufactured OBVs
correspond to the part numbers listed below:

Honeywell manufacturing records included 144 OBVs that were

never located in the fleet and GE believes a potential exists for these
valves to become available in the aftermarket. GE recommends
alerting your appropriate airline personnel to screen any future OBVs
that enter your fleet to safeguard your operations and maintain
compliance to the FAA AD. No Honeywell OBV units are recognized
as airworthy per our records.

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CF34-All | Update on TS-1 fuel harmonization in Commonwealth

of Independent States (CIS) (15-04-7300-06)
In mid-2014, the All-Russia Research Institute of Oil Refining JSC, The Russians extended the GOST document effectivity date from
(aka – VNII NP Joint Stock Company) issued a draft aviation turbine 2015 to January 1, 2017, as the changes discussed would require
fuel specification, GOST 10227-2013, which was to become effective review and ratification by the Ministry of Energy and the Interstate
on January 1, 2015. The following CIS countries voted to adopt this Council for Standardization, Metrology & Certification.
Russian GOST 10227-2013 fuel specification: Armenia, Kyrgyzstan,
Russia, Uzbekistan, Belarus and Kazakhstan. The specification will In early March 2015, VNII NP JSC issued a draft revision to the key
replace the current GOST 10227-86 specification. requirements Table in GOST 10227-2013, which aligned the quality
parameters of the Grade TS-1 and RT fuels with Jet A-1 fuel as
Of the five fuels that the proposed spec defines, the ones of defined by current ASTM and DEF STAN documents. A meeting will
particular interest are Grade TS-1 and Grade RT, the two most be held in Moscow in July 2015 to formally review and agree to these
available civil fuels at all Russian international airports, and recent changes.
eventually at airports in the adopting countries.
Summary
Through an intermediary, American and European specification
holders advised the Russian VNII NP JSC that there were several If there is Russian approval of the GOST 10227-2013 specification,
concerns with the document with respect to certain requirement both the Grade TS-1 and the Grade RT fuels would be aligned with
values, e.g. a fuel viscosity requirement of up to 20 centistokes the requirements of the GE Fuel Specification D50TF2. The Ukraine-
(mm2/sec) at -40˚C for Grade RT fuel. This viscosity level is 1.7 times specified TS-1 (GSTU 320.00149943.011-99; Industrial Standard of
the viscosity limiting value in any existing aviation turbine fuel Ukraine, TS-1 Fuel for Jet Engines) would not align with GE Fuel
specification (including the current Russian GOST 10227-86). Specification D50TF2 because Ukraine is independent of this
Russian-led initiative.
In early November 2014, a small delegation met with the Russian
GOST document owners, VNII NP JSC, at the Center for Strategic
Development in Civil Aviation (AviCenter) in Moscow. In the meeting
the Russians expressed interest in effecting harmonization of their
document with both the ASTM governing document (ASTM D1655,
Specification for Aviation Turbine Fuels) and the United Kingdom DEF
STAN document, (DEF STAN 91-91, Turbine Fuel, Kerosene Type, Jet
A-1).

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CF34-All | Increasing FAME (Fatty Acid Methyl Esters) in jet fuel

(15-04-7300-07)
Starting about ten years ago, legislation in Europe, the United States As a precaution, since there is no field data with this level of FAME,
and other countries mandating the use of renewables in the OEMs requested that the initial permission for increasing the
transportation fuels resulted in the widespread addition of biodiesel levels of allowable FAME start at 50 ppm and be enforced for a two-
(FAME) (as much as to 5-7%) in petroleum diesel fuels. year period. During this evaluation period, if there are no reports of
field problems (controlling the level of FAME in fuel received or any
FAME is “surface active” and can be picked up from the walls of its evidence of usage problems), then the level could be increased
container by fuels that follow it in the transport system. Jet fuel to 100 ppm at the end of the 24-month period. To this end, the
specifications limited the presence of FAME to “less than five parts European NATO Pipeline companies delivering jet fuel in the same
per million” as a control measure. It has always been understood pipelines that also carry diesel fuel with FAME at 7% as well as
that in the future, the presence of FAME was expected to increase. automotive gasoline agreed to prepare periodic reports measuring
the amounts of FAME in jet fuel as a routine check.
Eight years ago, the Energy Institute (EI) of the United Kingdom
organized an industry Task Force to determine some level of FAME FAME allowance at 50 ppm, maximum, is currently written into the
that could be permitted in jet fuel, but which would not influence the ASTM D1655 and DEF STAN 91-91 civil aviation fuel specifications.
fuel “fit for purpose” qualities, fuel performance or equipment The GE/CFM fuel specification D50TF2 (Type Certificate Document)
operability. At the recommendation of the pipeline operators and is expected to be revised by the end of 2015.
equipment OEMs, the target acceptance level was set at 100 ppm
(mg/kg). The EI technical program lasted for seven years, and GE
Aviation/CFM contributed two CFM56 engine endurance tests to this
effort.

The task force operated on the principle that to approve 100 ppm
of FAME in jet fuel, all the test work would be done using 400 ppm
of a FAME oil composed from four different oil feed stocks (soybeans,
rapeseed, palm oil and tallow methyl esters) in equal parts.

The OEMs and industry analysis was completed in mid-2013 and

concluded that the 100 ppm limit was an acceptable level of FAME
for use in aviation jet fuel.

GE Aviation Proprietary Information – subject to restrictions on cover CF34R Fleet Highlites | April 2015 9
Back to top SHOP

CF34-8C/-8E | Introduction of stage 4 LPT disk PN 4117T13P05

(15-04-7257-08)
There have been three CF34-8 stage 3 low pressure turbine (LPT) 2. Category 5 (recommended when the stage 3 LPT bladed disk is
blade release events since 2010 where one stage 3 blade released exposed) CF34-8E SB 72-0165 (link to Rev.2)* and CF34-8C SB 72-
from the stage 3 disk, resulting in considerable LPT module distress. 0277 (link to Rev.1)* issued in July 2014: INTRODUCTION OF NEW
The root cause was determined to be disk post creep due to LPT ROTOR BLADE RETAINER PN 4117T21P09 AND STAGE 3 LPT
insufficient purge flow (stack-up tolerance) that caused local hot gas DISK PN 4118T63P02.
ingestion. Purge flow is cooling air that prevents hot gas ingestion.
This SB changes the geometry of the stage 3 blade retainer to
Note: “Purge flow” = “Total In-Flow” – “Total Out-Flow” reduce downstream demand (decrease out-flow) and requires the
stage 3 LPT disk to be dimensionally inspected to ensure there is
Field plan no disk post creep. Note that CF34-8E SB 72-0164 and CF34-8C
SB 72-0276 must be done concurrently with these two SBs.
The field plan consists of three Service Bulletins that are aimed at
increasing purge flow by either increasing the in-flow or decreasing 3. Category 7 (recommended at operator convenience) CF34-8E
the out-flow (Figure 1): SB 72-0166 (link to Rev.0)*, CF34-8C SB 72-0278 (Rev.0)* issued
in March 2015: INTRODUCTION OF NEW STAGE 4 LPT DISK PN
1. Category 3 (recommended at next engine shop visit) CF34-8E 4117T13P05 WITH MODIFIED GEOMETRY (deletion of all nine aft
SB 72-0164 (link to Rev.1)* and CF34-8C SB 72-0276 (link to Rev.1)* flange air slots that also reduces downstream demand (decreases
issued in July 2014: INTRODUCTION OF NEW A/O INNER LINER out-flow).
RETAINERS PN 4151T46G03, PN 4151T46G04, AND INNER RING
PN 4118T12G04. This SB is intended to be done when the original stage 4 disk is
replaced for life limit. Since it provides added robustness to the
The first element of the SB consists of reworking the ITL retainer to first two SBs described above, this SB can be done independently.
add two holes to the existing 24-hole pattern, which increases the
in-flow. The second element of the SB consists of inspecting the
Recommendations
LPT inner ring to a 50% decrease in honeycomb tolerance. The
part can be re-identified or reworked as needed. 1. Perform SB 72-0164 (8E)/72-0276 (8C) a next shop visit (Cat 3)
2. Perform SB 72-0165 (8E)/72-0277 (8C) when bladed stage 3 disk
is exposed (Cat 5)
3. Perform SB 72-0166 (8E)/72-0278 (8C) at LPT LLP shop visit (Cat 7)

* Service Bulletin links are provided to the

most recent Service Bulletin revision at the
time this edition of Fleet Highlites was
published. Readers are reminded that more
recent revisions may have been issued since
that time. Check the CWC for the most
recent revision.

Figure 1

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CF34-3 | Replacement of MFC min speed adjustment lever

(15-04-7321-09)
GE strongly recommends that CF34-3 operators incorporate Why is the min speed adjustment lever being
SB 73-0048 (link to Rev.0)*, which recommends replacing the main improved?
fuel control (MFC) min speed adjustment lever with a new design that
helps prevent springs from getting loose in the MFC if the epoxy This new min speed adjustment lever design was released to help
bond becomes loose. prevent the spring from becoming displaced and interfering with
surrounding hardware. There have been confirmed cases where the
In service, this condition has caused compressor stalls and may spring liberated within the main MFC case, preventing the Tach
result in an IFSD and significant hot section damage. The loose Servo from moving, resulting in errant fuel flow and VG scheduling,
spring can become lodged in the rack for the tach servo and prevent which can result in compressor stall and damage to HPT blades.
the VG and accel schedule from translating to a lower speed. The
VGs remain open and a stall occurs at idle with subsequent ITT The lever has been redesigned with a longer internal post to hold the
increase and possible hot section damage. spring in place in case the epoxy bond becomes loose.

Where is the min speed adjustment lever located?

The min speed adjustment lever is located inside the MFC and is part
Liberated adjustment
of the compressor discharge pressure (CDP) restoring spring
lever spring
assembly (Figures 1 and 2).

CDP restoring spring

assembly

Figure 3: Liberated spring locked in a MFC gear.

Figure 1: MFC fuel valve assembly

CDP restoring
bracket Figure 4: HPT damage due to disbanded MFC min speed adjustment
lever spring

Recommendation
SB 73-0048 is category 6 – do when the MFC is routed for repair.
The Service Bulletin provides detailed instructions through WGC
SB 88316-73-007 for MFC removal/disassembly, lever replacement,
MFC reassembly and calibration, and marking the data plate with
the modification data.
Min speed
adjustment * Service Bulletin links are provided to the most recent Service
lever Bulletin revision at the time this edition of Fleet Highlites was
published. Readers are reminded that more recent revisions
may have been issued since that time. Check the CWC for the
Figure 2: CDP restoring spring assembly
most recent revision.

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CF34-8E | Fuel low pressure switch filter replacement

(15-04-7300-10)
Reference: MHD Service Letter SL_CF34-8E_MHD_73-11-051 R00

CF34-8E fuel low pressure switches (FLPS) PNs 1103P1114 and

1103P1114-01 are non-hermetically sealed units that rely on a filter-
protected vent hole to establish reference pressure required for
switch transition. Investigation into FLPS removed for “ENG X FUEL
LO PRESS” EICAS messages has shown that the filter can become
contaminated with debris, disrupting the reference pressure and
affecting switch actuation.

The FLPS supplier, MHD, had previously developed a filter cleaning

procedure that was implemented at the MHD-authorized MRO, AMG
Air-Pro. Unfortunately, this procedure cannot completely clear the
filter of debris, nor return the filter to a white color. The filter color is
used for visual indication purposes per ESM task72-00-00-800-870.

MHD has since developed a filter replacement procedure that can Figure 1: Fuel low pressure switch filter location
be performed by the MRO. Switches removed from service can be
returned to the MRO for filter replacement. The filter replacement
procedure and subsequent repair validation are not intended as an
airline shop-level application.

The referenced MHD Service Letter SL_CF34-8E_MHD_73-11-051

R00 contains more details regarding the filter replacement
procedure and can be obtained by contacting GE Services Systems
Engineering (SSE) via GE Fleet Support.

Figure 2: White filter color used for visual inspection

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CF34-10A/-10E | HPC stages 4 through 8 vane markings

(15-04-7231-11)
This article provides information about recent updates to the high As a response, the following Service Bulletins were released with
pressure compressor (HPC) vane sector assembly markings for instructions to perform permanent markings (by dot peen or vibro-
stages 4 through 8. GE produces the stage 4 and 5 vane sectors, peen) of the assembly part numbers on HPC vane sectors during
while IHI produces stages 6 through 8 vane sectors. When shop visit.
production started, all HPC vane sectors (GE and IHI) had the
 CF34-10E SB 72-0304 (link to Rev.0)*, February 12, 2015
assembly part numbers marked temporarily on the airfoils with
Category 5, do when stage 6, 7 and 8 HPC vane sectors are
ink. Later, IHI updated the marking requirements to only allow
removed from the engine
permanent marking of the assembly part number on the vane sector
outer band for stages 6 through 8 (Figure 1).  CF34-10E SB 72-0305 (link to Rev.0)*, March 4, 2015
Category 5, do when stages 4 and 5 HPC vane assemblies are
removed from the engine
 CF34-10A SB 72-0083 (link to Rev.0)*, February 12, 2015
Category 5, do when stage 6, 7 and 8 HPC vane sectors are
removed from the engine
 CF34-10A SB 72-0085 (link to Rev.0)*, March 4, 2015
Category 5, do when stages 4 and 5 HPC vane assemblies are
removed from the engine

GE recommends performing these Service Bulletins when the HPC

stages 4-8 vane sectors are removed from the engine at shop
visit. Service Bulletins 72-0304 and 72-0083 do not apply to later
stage 6-8 vane sectors, which were permanently marked since
new.
Figure 1: Permanent marking location for stage 6, 7, 8 vane sector
* Service Bulletin links are provided to the most recent Service
Ink marking the assembly part numbers on the HPC vane sectors Bulletin revision at the time this edition of Fleet Highlites was
created a challenge for the overhaul and repair shops since the ink published. Readers are reminded that more recent revisions
markings were obliterated during engine operation, and once the may have been issued since that time. Check the CWC for the
engines were sent to the shops, the vane sectors that were routed most recent revision.
for repairs needed to be tracked by their assembly part numbers.
Up to this point, all stage 4-5 vane sectors in the field were ink
marked, while a large population of the IHI stage 6-8 vane sectors
in the field was also ink marked.

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CF34-All | Power Corner: fleet management – staggering your

fleet (part 5) (15-04-7200-12)
“There cannot be a crisis next week. My schedule is already full.” ~ Henry Kissinger (1923 - ), former US Secretary of State, author, professor

Last month we looked at engine health as a means of identifying remaining engines, they should be scheduled about 500-1000 cycles
engines that could be scheduled for a reduced workscope. The use more than the fleet average. This provides up to a 12-month spread
of a reduced workscope enables an operator to stagger the fleet by between engine removals for a given aircraft. Thus an engine can
making sure the engine really needs to go to the shop by targeting be removed from an aircraft and have it back and installed before
the workscope based upon engine health performance. the other engine on the same aircraft is removed for a shop visit.

This month we will look at a schedule-based approach to shop visit So the table we created in the first part of the series looked like this
scheduling. (assumed a customer with 16 aircraft purchased over a 24-month
period, 32 installed engines, three spares; each installed engine
What is a schedule-based approach to shop visits? accumulates 2100 cycles/year, 60-day shop visit turn time):

Schedule-based shop visits refer to the process of identifying an

Schedule based, no spread
engine for a shop visit based upon a calendar schedule rather than
on engine health. Month 1 2 3 4 5 6
Out of service 1 & 2 3 & 4 5 & 6 7 & 8 9 & 10 11 & 12
A schedule-based shop visit approach works best when the
Return to service 1&2 3&4 5&6 7&8
following criteria are met:
a. The geography of the area where the engines fly is the same Table 1: Original shop schedule: engines removed every 10,000 cycles
or very similar
Using the schedule-based approach, we now have:
b. The operational flight legs are generally the same length
(in flight hours/cycle) Schedule based, with spread
c. The loading of the aircraft is generally the same Month 1 2 3 4 5 6
Out of service 1 3 5 7 9 2
d. The line maintenance team has consistent maintenance
practices across the line maintenance sites Return to service 1 3 5 7
e. The engine hardware configuration is consistent across all
Table 2: Revised, using schedule-based approach
of the engines
As can be seen, a schedule-based approach can be very effective for
If the above criteria are met, then there is a high probability that
spreading out the shop visits to a manageable level and allows for
each engine will have similar performance characteristics and the
flexibility in the spread of shop visits. For example, only one engine is
type of engine wear will be similar.
removed per aircraft.
NOTE: There will always be FOD events or other conditions that
occur that are not part of normal operations. So with the schedule- On the face of it, this change looks very desirable but schedule-
based approach, it is very important that a proper engine spares based engine removal plan can be easily tripped up by durability
level is maintained. issues. If durability problems begin to arise, changing to an engine
health-based approach may be better until the durability issues are
Once this is known, it is then possible to create a schedule-based addressed.
removal program . It is prudent to create a schedule over a 24-
month period. This enables an operator to plan ahead for shop So far we have covered two methods for staggering your fleet. Next
visits. Thus schedule-based maintenance plans need to be revisited column, we will look at a hybrid approach.
on a regular basis to determine whether the assumptions made
about the fleet need updating and the plan adjusted. As always, send your comments, questions or other items to me via
email. My email is Jack.Baldwin@ge.com.
A schedule-based removal program works best when half of the
engines are removed for a shop visit earlier than the fleet average as Happy Flying!
a start. For example, if the fleet average for a performance shop visit Jack Baldwin
is 13,000 cycles, a schedule based program should have the engines
coming in about 1000 cycles earlier or 12000 cycles. For the

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CF34-All | Service Bulletins related to critical items now

published in Fleet Highlites (15-04-7200-13)
This article was originally published in the March 2015 edition of CF34Regional Fleet Highlites. The article has been revised and republished here
to offer clarifications. The original March 2015 article has also been revised and uploaded to the CWC.

Every Service Bulletin includes a recommended compliance time, To further raise operator awareness of these important Service
which is presented as a specific category, 1 through 9. The lower the Bulletins, starting in March 2015, critical items along with the
category number, the more urgent the need (shorter compliance associated interim or final corrective action Service Bulletins are
time) to accomplish the Service Bulletin. being published in the Documents section of Fleet Highlites. The list
also includes the current fleet compliance status for each Service
Service Bulletins are categorized as “Alert Service Bulletins” and Bulletin.
“All Others”. Alert SBs are defined according to 2006 ATA iSPEC 2200:
“Alert Service Bulletins shall be issued on all matters requiring the Service Bulletins for critical items will continue to be communicated
urgent attention of the operator and shall be limited generally to to operators through their customer teams, Operator telecons and
items affecting safety.” Operator conferences.

Each GE engine program maintains a list of critical items. The critical

items list identifies engine-related issues that are either safety-
related or are significant reliability / unscheduled engine removal
drivers. Each critical item has an associated interim or final
correction action Service Bulletin.

A Service Bulletin for a critical item usually introduces corrective

action or an interim field plan until corrective action is available.
Every year several Service Bulletins are issued; however, only a select
few Service Bulletins are associated with critical items. These
Service Bulletins represent less than 1% of all released documents.
The goal of highlighting critical items is to improve fleet reliability by
focusing efforts and compliance tracking on the most important
Service Bulletins.

Note: Critical items are not a new classification of Service Bulletins.

Service Bulletins for critical items are communicated to operators

through their customer teams, including discussions on how to
facilitate implementing these Service Bulletins.

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CF34-All | GE Aviation’s first additive manufactured part takes

off on a GE90 engine (15-04-7200-14)
Reference: GE Aviation press release, April 15, 2015

The GE90 engine, which was the first jet engine to utilize composite Additive manufacturing represents a significant technology
fiber polymeric material on the front fan blades 20 years ago, breakthrough for GE and the aviation industry. Unlike traditional
achieved another milestone—becoming the first GE engine to manufacturing methods that mill or cut away from a metal slab to
incorporate an additive manufactured component for the T25 sensor produce a part, additive manufacturing (also called 3D printing)
housing. "grows" parts directly from a CAD file using layers of fine metal
powder and an electron beam or laser. The result is complex, dense
The U.S Federal Aviation Administration granted certification of parts without the waste, manufactured in a fraction of the time it
the T25 engine sensor for the GE90-94B engine in February. The would take using other methods.
upgraded T25 sensor, located in the inlet to the high pressure
compressor, is being retrofitted into more than 400 GE90-94B Additive manufacturing has many advantages. It allows GE to
engines in service. The T25 sensor provides pressure and design parts with unique geometries that were impossible to create
temperature measurements for the engine’s control system. using traditional machining methods. These additive manufactured
components can reduce part count by replacing assemblies with
“Additive manufacturing has allowed GE engineers to quickly change single parts and can be lighter than previous designs, saving weight
the geometry through rapid prototyping and producing production and increasing an engine’s fuel efficiency.
parts, saving months of traditional cycle time for the T25 sensor
housing without impacting the sensor’s capabilities,” said Bill Click here to learn more about additive manufacturing at GE
Millhaem, general manager of the GE90/GE9X engine program at Aviation.
GE Aviation.

The T25 sensor housing is just the start of additive manufacturing

at GE Aviation. Several next-generation engines currently in
development will incorporate the advance manufacturing technique.
On the LEAP* engine for narrow body aircraft and the GE9X for the
Boeing 777X aircraft, GE Aviation will produce part of the fuel nozzles
with additive manufacturing.

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CF34-All | GE Aviation business base growing (15-04-7200-15)

Reference: GE Aviation press release, April 15, 2015

Production rates for jet engines and components from GE Aviation GE Aviation is preparing for high production volumes with a
and its partner companies continue at historically high rates, driving significant expansion of its supply chain through new facilities,
GE’s installed base of jet engines in revenue service to upgrades of existing plants, new joint ventures, and acquisitions.
unprecedented levels. In the past eight years, GE has opened seven new U.S. facilities.
These plants are not only addressing higher production volumes,
The jet engine backlog for GE and its partner companies (most but are introducing several new advanced technologies. The most
notably CFM International) exceeds 15,000 jet engines. GE Aviation’s recent investments include:
total industrial backlog now exceeds $135 billion for both equipment
 Evendale, Ohio
and long-term services contracts. The value of the backlog has
During 2014-2015, about $144 million is being invested to further
grown 25% in the past two years.
upgrade GE Aviation’s world headquarters, including construction
of a unique combustion test center and a ceramic matrix
Annual jet engine deliveries (both commercial and military) for GE composite (CMC) laboratory.
Aviation and its partner companies have grown from 3,000 in 2010
to about 3,700 in 2014. In 2015, jet engine deliveries are expected  Asheville, North Carolina
again to reach the 3,700-engine range. In late 2014, GE opened in Asheville the first factory in the world
to mass produce CMC parts for commercial and military engines.
The most significant growth is in the commercial jet engine sector,  Auburn, Alabama
where deliveries are growing from 2,600 units in 2013 to about 2,800 Later this year, GE’s new Auburn facility will begin mass producing
in 2015. This includes more than 1,600 engines to be produced by the interiors of the LEAP engine’s fuel nozzle using the 3D additive
CFM International. manufacturing technology.

GE Aviation and its partners are expected to reach 3,000 commercial  Lafayette, Indiana
engine deliveries by 2020. Between now and 2020, the number of Near Purdue University, GE is constructing a new 300,000 square
commercial jet engines in operation from GE and its partners is foot LEAP engine assembly factory. It becomes fully operational
expected to increase by about 10,000 engines. next year.

Much of the engine backlog involves new engines under

development. For example, the LEAP engine, under development by
CFM International for narrow-body aircraft, has a backlog of more
than 8,500 engines. The LEAP is expected to enter revenue service in
2016 on the Airbus A320neo. The new GE9X, under development for
the Boeing 777X, has a backlog of about 700 engines. It enters
service at the end of the decade.

These large production increases contribute to the world’s largest

installed base of commercial jet engines in service. By the end of
2015, GE and its partner companies will have 36,000 commercial
jet engines in service, growing to about 46,000 by 2020.

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CF34-All | Comprehensive, data-driven solutions drive

Fleet Support renaming (15-04-7200-16)
Reference: GE Aviation press release, April 14, 2015

GE Aviation has changed the name of its Aircraft Operations Center Fleet Support can be contacted through the existing phone numbers:
(AOC) team to Fleet Support, reflecting greater use of big data  877 432 3272 (US)
analytics, a growing suite of digital tools and other measures to  +1 513 552 3272 (Intl)
proactively help customers keep their fleets performing at optimum  +86 21 38777666 (China & Asia)
levels.
Additionally, Fleet Support can be contact online at
“The Fleet Support moniker better reflects our commitment to http://www.geaviation.com/support/, or via email at
working with customers on a continuous basis across the entire aviation.fleetsupport@ge.com or aviation.fleetsupport.cn@ge.com.
engine lifecycle to help them maximize their efficiency,” said Fleet
Support Executive Director Vijayant Singh. “While our customer An introductory video overview of Fleet Support is available here:
support centers remain an important part of our capability, we’ve https://www.youtube.com/watch?v=mGL2dmLVw6I
evolved significantly in our ability to use data to proactively help
operators minimize disruption and maximize engine performance,
and the new name reflects this broader level of engagement.”

Fleet Support encompasses three main pillars:

1. Data capture and analytics capability that enables rapid
identification of issues and proactive mitigation to minimize
disruption.
2. Modernized customer portals such as the new myGEAviation.com,
offering streamlined access to engine data, a modern user
interface, and a growing suite of apps that enable each user to
customize the tools.
3. Live 24/7 commercial aviation support via centers in Cincinnati,
OH and Shanghai, China, adding human intelligence and technical
depth to diagnostic data.

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CF34-All | Finding more than 50 new ways to approach inspection

(15-04-7200-17)
Reference: GE Aviation press release, April 14, 2015

A GE Aviation open innovation challenge designed to uncover new As winner of the challenge, Capture 3D receives a $15,000 cash
methods of conducting high-speed, automated inspections of prize, and is eligible for a $35,000 developmental grant to aid in
turbine airfoils garnered 51 entries from 48 different participants in collaborative development and refinement of its winning inspection
18 countries. The winning entry was submitted by Capture 3D, of technology.
Costa Mesa, CA.
GE sponsors open innovation challenges across its industrial
“The challenge was a fantastic way to broaden our exposure to businesses as part of its embrace of entrepreneurial thinking,
potential new players and new technologies,” said Wayne Spence, collaboration and commitment to accelerating outcomes. “We are
Chief Manufacturing Engineer. “Only two of the organizations that constantly challenging ourselves to be faster and simpler while
participated were previously known to us, and it’s inspiring—and putting the customer first,” said Lisa Ralph, Open Innovation Leader
eye-opening—to see such a broad variety of submissions from at GE Corporate. “Innovation challenges are a unique way to rethink
around the globe.” what’s possible by collaborating with entrepreneurs, universities and
the broader global community to ideate, test and commercialize
Capture 3D used its ATOS Triple Scan III non-contact blue light 3D promising new technologies. It is an exciting and inspiring process
scanner, capable of measuring up to 8 million points per scan, to that celebrates cognitive diversity and taps into the spirit of
complete the challenge. “We were excited to have the opportunity innovation that has been at the core of the company since its
to participate,” said Capture 3D Sales Engineer Marc Demarest. founding by Thomas Edison.”
“Innovation advances a current state. By innovating and sharing
that knowledge, we are pushing each other to continually thrive for
progression, improvement, and optimization.”

Participants entering the challenge had to demonstrate the ability to

automatically inspect the blade portion of an off-the-shelf Victorinox
paring knife in three minutes or less with accuracy of 10 microns and
repeatability of 5 microns. The paring knife was selected as a low-
cost proxy for turbine blades. In addition to accuracy and
repeatability, participants also had to demonstrate their system
would work in a manufacturing environment with dust, vibration and
variability in lighting and temperature.

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CF34-All | Innovation Challenge uncovers new approaches to

complex castings (15-04-7200-18)
Reference: GE Aviation press release, April 16, 2015

Two proposals from around the globe have been selected as winners Round II of the Alternative Manufacturing of Castings Innovation
of a GE Aviation open innovation challenge, Alternative Challenge launches in mid-April with submissions due by May 7,
Manufacturing of Aviation Castings, designed to identify alternative 2015 @ 5pm EST. GE will now seek to identify more broad
technologies for investment casting of complex engine structural capabilities—expanding contacts for transformative and emerging
components. manufacturing technologies and techniques. This quest strives to
discover novel, unique and non-mainstream manufacturing
“Structural castings are one of the most challenging components methods—including demonstrable, early stage techniques.
in a jet engine, and this challenge was a successful way to engage
innovators from all around the globe to uncover approaches to GE promotes open innovation across its industrial portfolio as a way
improve on current processes to increase speed and reduce cost embrace of entrepreneurial thinking, collaboration and commitment
while maintaining or improving product quality and reliability,” said and drive accelerated, tangible outcomes. “We are constantly
Julia Bird, project sponsor and Sub-Section Manager at GE Aviation. challenging ourselves to be faster and simpler while putting the
“With 89 participants, the breadth of responses ranged from customer first,” said Lisa Ralph, Open Innovation Leader at GE
entrepreneurs to large, established multi-nationals. This adds a new Corporate.“ Innovation challenges are an exciting vehicle to rethink
layer of possibilities to grow our network and rolodex as we continue what’s possible by collaborating with entrepreneurs, universities and
to focus on putting our customers first.” the broader global community to ideate, test and commercialize
promising new technologies. It is an inspiring process that
Round I winners of GE’s Alternative Manufacturing of Aviation celebrates cognitive diversity and allows us to partner with brilliant
Castings Challenge are: minds to solve for novel solutions and high impact opportunities in
market.”
 Burloak Technologies of Ontario, Canada, with a proposal that
included design optimization to enable use of additive
Check our Round II Challenge page for more detail:
manufacturing to create a component offering 50% weight and
https://ninesights.ninesigma.com/web/aviation-advanced-manufacturing.
cycle time reduction compared to the baseline.
 buyCastings.com of Miamisburg, OH, with a proposed process
called Mass Manufacturing of Metal Parts (3MP) that combines
additive manufacturing with other processing techniques to lower
cycle time and reduce inspection requirements due to improved
material qualities.

Participants developed proposals based on a detailed engineering

model of a simulated structural casting. The criteria for evaluation
included a targeted 25% reduction in cost, driving cycle time below
12 weeks, annual production capability for 125 units and
improvement in tolerance and controls to permit reduction of
material and maintenance of wall thickness. Winners receive a
$5,000 cash prize and may have the opportunity to engage further
with GE Aviation to collaborate and potentially continue technology
development.

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Critical Items
Containment Containment Fix
Engine Service Fleet Compl. Fix Service Fleet Compl.
Model Critical Item Description Bulletin Percentage Bulletin No Percentage
CF34-10E High oil consumption (UER) New aft sump hardware to prevent N/A N/A 72-0215 60%
oil leakage and tailpipe fires
CF34-10E Spinner & spinner support New spinner & spinner support to 72-0201 100% 72-0242 99+%
cracks (IFSD) prevent cracking during operation
CF34-10E Ecobond coating & FADEC SW Corrects DPRAM data corruption 73-0024 83% 73-0027 96%
update to v5.42 (IFSD, LOTC) issues
CF34-10E Low oil pressure switch failure New Hi-Temp OPT 72-0258 62% N/A N/A
(ATB, IFSD)
CF34-10E Low oil pressure indication FADEC SW v5.50 enabling LOPS 72-0030 6% Need FADEC & N/A
(ATB, IFSD) reactivation MAU SW
CF34-10E LPT stg 4 blade (UER, IFSD) New Stg 4 LPT blade to prevent N/A N/A 72-2012 60%
cracking
CF34-10E Dual seal b-nut inspection Check for cross threaded b-nuts 72-0029 99% N/A N/A

CF34-10E HPTACC valve connection Re-torque B-Nuts to higher torque to 72-0300 1% N/A 2%
torque prevent loosening of the b-nut

CF34-8E HPT S2 blade liberation (IFSD) New blade with under platform N/A N/A 72-0119 56%
corrosion coating to prevent
cracking
CF34-8E Low oil pressure switch failure New Hi-Temp OPT 72-0148 28% N/A N/A
(ATB, IFSD)
CF34-8E Low oil pressure indication FADEC SW v5.60 enabling LOPS 72-0029 1% Need FADEC & N/A
(ATB, IFSD) reactivation MAU SW
CF34-8E Oil smell in the cabin New forward A-sump O-ring N/A N/A 72-0132 48%

CF34-8E Oil smell in the cabin New Aft A-sump O-ring N/A N/A 72-0135 43%

CF34-8E Oil smell in the cabin New PRV to control A-sump N/A N/A 72-0155 27%
pressures
CF34-8C HPT S2 blade liberation (IFSD) New blade with under platform N/A N/A 72-0228 30%
corrosion coating to prevent
cracking
CF34-8C VG actuator shaft failures (IFSD) New 2 support shaft assembly N/A N/A 72-0201 95%

CF34-3 Fan disk arc out (Safety) Remove disks subject to arc out 72- Not Tracked 72-A0231/0233 71%
A0231/0233 Replacement
Inspection
CF34-3 Forward engine mount Inspect mounts for cracks on rib 72-0284 83% N/A N/A
cracking inspection (UER)
CF34-3 HPC blade separation / lever Inspection & new lever arm 72-0271 26% 72-0278 14%
arm wear (IFSD, ATB) hardware to prevent wear
CF34-3 HPC rotor stator contact (IFSD, Inspection & new shroud and 72-0270 100% 72-0277 18%
UER) bushings
CF34-3 Lube & scavenge pump shaft New pump N/A N/A 79-0020 61%
failures (IFSD)

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Service Bulletins
Issued March 2015

Engine SB Issue date Compliance Title

CF34-3 72-0292 R01 March 2 6 Engine - accessory drive gearbox assembly (72-61-00) - introduction of
washers to eliminate split line flange interference

CF34-3 72-0286 R00 March 20 8 Engine - general (72-00-00) - spare parts release for CF34-AL engines

CF34-3 72-0082 R04 March 26 Engine - compressor - introduction of improved vg actuator shaft and
bellcrank assembly

CF34-3 72-0163 R08 March 26 6 Engine - accessory gearbox assembly (72-62-00) - introduction of accessory
gearbox assembly PN 5154T98G01 and field rework options

CF34-8C 72-0290 R00 March 9 5 Engine - combustion liner and stage 1 nozzle assembly (72-44-00) -
introduction of combustion liner dome assembly PN 4124T08G09

CF34-8C 73-0041 R00 March 11 8 Engine fuel and control - general (73-00-00) - spare parts release for CF34-
8C engines

CF34-8C 72-0127 R05 March 13 7 Engine - LPT rotor/stator assembly (72-57-00) - upgrade of CF34-8C1 model
engine to CF34-8C5B1 model engine

CF34-8C 77-0006 R01 March 13 7 Engine indicating system - oil level/temperature sensor (77-41-02) -
introduction of improved oil level/temperature sensor VIN 77-167-3 (PN
4120T19P03)

CF34-8C 72-0072 R02 March 16 9 Engine - general (72-00-00) - introduction of single valve a-sump
redesigned cables and associated hardware

CF34-8C 72-0278 R00 March 23 7 Engine - low pressure turbine rotor/stator assembly (72-57-00) - introduction
of new stage 4 LPT disk PN 4117T13P05

CF34-8C 71-0011 R01 March 26 9 Power plant - thrust mount assembly (71-20-00) - introduction of engine
mount spherical bearings

CF34-8E 72-0177 R00 March 9 5 Engine - combustion liner and stage 1 nozzle assembly (72-44-00) -
introduction of combustion liner dome assembly PN 4124T08G09

CF34-8E 72-0127 R01 March 10 8 Engine - general (72-00-00) - spare parts release for CF34-8E engines

CF34-8E 73-0030 R00 March 11 8 Engine fuel and control - general (73-00-00) - spare parts release for CF34-
8E engines

CF34-8E 72-0083 R01 March 13 2 Engine - LPT rotor/stator assembly (72-57-00) - introduction of improved
stages 3, 4 and 5 LPT nozzle segment anti-rotation pins PN 4151T67P01 and
PN 4151T67P02

CF34-8E 77-0002 R02 March 13 7 Engine indicating system - oil level/temperature sensor (77-41-02) -
introduction of improved oil level/temperature sensor VIN 77-167-3
(PN 4120T19P03)

CF34-8E 72-0166 R00 March 23 7 Engine - low pressure turbine rotor/stator assembly (72-57-00) - introduction
of new stage 4 LPT disk PN 4117T13P05

Continued on next page

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Continued from previous page

Engine SB Issue date Compliance Title

CF34-10A 72-0085 R00 March 4 5 Engine - compressor forward stator assembly (72-31-00) - addition of
permanent assembly part number marking to stage 4 and 5 vane assemblies

CF34-10A 73-0003 R00 March 6 7 Engine fuel and control - power plant (71-00-00) - FADEC EMOD replacement

CF34-10A 78-0004 R00 March 6 7 Exhaust - fan reverser assembly (78-30-00) - nacelle anti-ice (NAI) redesign
retrofit

CF34-10A 72-0081 R02 March 26 2 Engine - core module assembly (72-00-02) - HPTACC valve connections new
torque range

CF34-10E 72-0305 R00 March 4 5 Engine - compressor front stator assembly (72-31-00) - addition of permanent
assembly part number marking to stage 4 and 5 vane assemblies

CF34-10E 72-0300 R01 March 26 2 Engine - combustion liner and stage 1 nozzle assembly (72-00-02) - HPTACC
valve connection new torque range

Incremental changes: CF34-3

Issued March 2015

Manual Revision Revision date ATA / CWC link Title

EM SEI756 60 February 1, 2016 73-00-00-300-007 Main fuel control - removal 007

EM SEI756 60 February 1, 2016 72-00-32-400 Compressor stator assembly - installation

EM SEI756 60 February 1, 2016 75-00-00-300-003 Air system tubing - removal 003

EM SEI756 60 February 1, 2016 72-41-18-900-24 Combustion section - combustor dome - repair - replacement of the
primary and secondary swirler assemblies

EM SEI756 60 February 1, 2016 72-00-00-1200 Engine - storage and transportation

EM SEI756 60 February 1, 2016 72-00-00-200-60 Eddy current inspection (ECI) procedures and requirements of critical
hardware - special procedure 60

EIPC SEI755 60 February 1, 2016 72-33-00-05 Rotor assembly - compressor (3A1 model)

EIPC SEI755 60 February 1, 2016 72-33-00-10 Rotor assembly - compressor (3A1 model)

EIPC SEI755 60 February 1, 2016 72-33-00-15 Rotor assembly - compressor (3A1 model)

EIPC SEI755 60 February 1, 2016 72-46-00-01 Rotor - high-pressure turbine (3A1 model)

EIPC SEI755 60 February 1, 2016 72-33-00-25 Rotor assembly - compressor (3B1 model)

EIPC SEI755 60 February 1, 2016 72-33-00-30 Rotor assembly - compressor (3B1 model)

EIPC SEI755 60 February 1, 2016 72-33-00-20 Rotor assembly - compressor (3A1 model)

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Incremental changes: CF34-8C

Issued March 2015

Manual Revision Revision date ATA / CWC link Title

EM GEK105091 43 April 1, 2015 72-00-44-08-001 Combustion liner and stage 1 nozzle assembly - inspection

EM GEK105091 43 April 1, 2015 72-44-05-08 HPT stator stage 1 inner nozzle support - inspection

EM GEK105091 43 April 1, 2015 72-00-00-02-001 Fan blade pair - special procedure

EM GEK105091 43 April 1, 2015 72-00-00-02-021 Fan blade and fan blade retaining pin re-lubrication - special
procedure

EM GEK105091 43 April 1, 2015 72-00-00-02-094 Fan maintenance 001 - fan blade replacement

EM GEK105091 43 April 1, 2015 72-00-00-02-095 Fan maintenance 002 - fan blade mapping

EM GEK105091 43 April 1, 2015 72-00-00-02-096 Fan maintenance 003 - fan blade retaining pin swap and re-
lubrication

EM GEK105091 43 April 1, 2015 72-00-21-04 Fan rotor assembly - installation

EM GEK105091 43 April 1, 2015 72-00-21-08-004 Fan blades - inspection

EM GEK105091 43 April 1, 2015 72-00-21-09-002 Fan blade (tang and platform lubricating) - repair

EM GEK105091 43 April 1, 2015 72-00-00-02-097 Fan maintenance 004 - N1 vibration workscope

EM GEK105091 43 April 1, 2015 72-57-17-08 Stage 4 LPT blades - inspection

EIPC GEK105092 42 April 1, 2015 72-44-00-05 Liner assembly - combustion chamber

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Incremental changes: CF34-8E

Issued March 2015

Manual Revision Revision date ATA Title

EM GEK112031 35 April 1, 2015 72-00-44-08-001 Combustion liner and stage 1 nozzle assembly - inspection

EM GEK112031 35 April 1, 2015 72-44-05-08 HPT stator stage 1 inner nozzle support - inspection

EM GEK112031 35 April 1, 2015 72-00-00-02-001 Fan blade pair - special procedure

EM GEK112031 35 April 1, 2015 78-33-24-09-001de Repair of the upper right actuator fitting

EM GEK112031 35 April 1, 2015 72-00-00-02-094 Fan maintenance 001 - fan blade replacement

EM GEK112031 35 April 1, 2015 72-00-00-02-095 Fan maintenance 002 - fan blade mapping

EM GEK112031 35 April 1, 2015 72-00-00-02-096 Fan maintenance 003 - fan blade retaining pin swap and re-lubrication

EM GEK112031 35 April 1, 2015 72-00-00-02-097 Fan maintenance 004 - N1 vibration workscope

EM GEK112031 35 April 1, 2015 72-00-21-04 Fan rotor assembly - installation

EM GEK112031 35 April 1, 2015 72-00-21-08-004 Fan blades - inspection

EM GEK112031 35 April 1, 2015 72-00-21-09-002 Fan blade (tang and platform lubricating) - repair

EM GEK112031 35 April 1, 2015 72-00-00-02-021 Fan blade and fan blade retaining pin re-lubrication - special
procedure

EM GEK112031 35 April 1, 2015 72-00-00-06-001 Engine performance recovery cleaning

EM GEK112031 35 April 1, 2015 72-00-04-08-003 LPT baffle - inspection

EM GEK112031 35 April 1, 2015 72-57-17-08 Stage 4 LPT blades - inspection

EIPC GEK112032 35 April 1, 2015 72-41-00-01 Frame - combustion chamber

EIPC GEK112032 35 April 1, 2015 72-56-00-01 Components - low pressure turbine module

EIPC GEK112032 35 April 1, 2015 72-51-00-05 Rotor - high pressure turbine

EIPC GEK112032 35 April 1, 2015 72-44-00-01 Nozzle/liner assembly - stage 1

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Incremental changes: CF34-10A

Issued March 2015

Manual Revision Revision date ATA Title

EM GEK112091 8 March 4 72-57-06-09-004 LPT rotor/stator assembly - stages 2-3 LPT nozzle segments - repair -
aluminide coating removal and replacement

EM GEK112091 8 March 6 72-61-05-09-006 Power takeoff assembly - no. 3 bearing locking nut - repair -
replacement of the fiber washer

EM GEK112091 8 March 13 72-00-04-04-A-001 Installation of the LPT module assembly

EM GEK112091 8 March 17 75-00-00-03-A-005 High pressure turbine clearance control valve replacement

EM GEK112091 8 March 16 72-00-33-08-001 Inspection of the compressor rotor assembly

EM GEK112091 8 March 19 72-00-02-10-A-006 Installation of HPT shroud/LPT nozzle assembly and lini-gage data
acquisition

EM GEK112091 8 March 26 72-00-31-04-A-001 Installation of the forward compressor stator assembly

EM GEK112091 8 March 27 72-00-02-04-A-002 Installation of tubes, hoses and external hardware

EM GEK112091 8 March 30 72-55-02-09-005 LPT shaft assembly - forward air rotating seals - repair - inner seal
honeycomb seal replacement

Incremental changes: CF34-10E

Issued March 2015

Manual Revision Revision date ATA Title

EM GEK112081 27 May 31 72-57-06-09-004 Low pressure turbine rotor/stator assembly - stages 2-3 LPT nozzle
segments - repair - aluminide coating removal and replacement

EM GEK112081 27 May 31 72-00-05-04-001 Installation of the accessory gearbox module assembly

EM GEK112081 27 May 31 72-00-00-04-001 Installation of external low pressure turbine hardware

EM GEK112081 27 May 31 74-00-00-03-003 Ignition lead (left) replacement

EM GEK112081 27 May 31 72-00-04-05-002 Disassembly of LPT module assembly for engines modified by SB 72-
0164

EM GEK112081 27 May 31 72-00-04-04-001 Installation of the LPT module assembly

EM GEK112081 27 May 31 74-00-00-03-002 Ignition lead (right) replacement

Continued on next page

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Continued from previous page

Manual Revision Revision date ATA Title

EM GEK112081 27 May 31 72-00-00-06-001 Engine performance recovery

EM GEK112081 27 May 31 72-33-03-08-001 Inspection of the compressor rotor stages 4-9 blades

EM GEK112081 27 May 31 72-33-03-09-008 High pressure compressor rotor assembly – compressor rotor
assembly stages 4-9 blades – repair – airfoil tip weld repair of stages
7-9 blades

EM GEK112081 27 May 31 72-00-33-08-001 Inspection of the compressor rotor assembly

EM GEK112081 27 May 31 72-00-00-03-023 Replacement of the IGV assembly

EM GEK112081 27 May 31 72-55-02-09-005 Low pressure turbine shaft assembly – forward air rotating seals –
repair – inner seal honeycomb seal replacement

EIPC GEK112082 27 May 31 72-23-00-05 Fan – forward case brackets

EIPC GEK112082 27 May 31 72-00-00-10 Engine – right side-fuel tubes

EIPC GEK112082 27 May 31 71-20-00-01 Engine mounts – non PIP TRF configuration

EIPC GEK112082 27 May 31 71-20-00-05 Engine mounts – PIP TRF configuration

EIPC GEK112082 27 May 31 72-23-00-10 Fan – case and mounted hardware

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Incremental Changes: Standard Practices Manual

Issued March 2015

Manual Revision Revision date ATA / link Title

SPM GEK9250 104 April 1, 2015 70-00-99-030-0008 S0008 – consumable materials – urethane stripping compounds

SPM GEK9250 104 April 1, 2015 70-00-99-030-1039 Solvent solution – S1039 C04-030 solvent general

SPM GEK9250 104 April 1, 2015 70-21-06-015 Cleaning method no. 6 – heavy-duty alkaline cleaner (without inhibited
phosphoric acid)

SPM GEK9250 104 April 1, 2015 70-21-10-015 Cleaning method no. 10 – four-step alkaline cleaning and acidic
descaling (without inhibited phosphoric acid)

SPM GEK9250 104 April 1, 2015 70-21-20-015 Cleaning method no. 20 – four-step alkaline cleaning and acidic
descaling (with inhibited phosphoric acid)

SPM GEK9250 104 April 1, 2015 70-80-04-015 Consumable products – cleaning compounds and solvents

SPM GEK9250 104 April 1, 2015 70-46-04-015 Mixing resins adhesives and potting compounds

SPM GEK9250 104 April 1, 2015 70-46-05-015 Impregnation of dry fabric and ply lay-up

SPM GEK9250 104 April 1, 2015 70-48-04-015 Deleted

SPM GEK9250 104 April 1, 2015 70-80-02-015 Consumable products – anti-seize compounds lubricants oils

SPM GEK9250 104 April 1, 2015 70-21-27-015 Cleaning method no. 27 – aqueous immersion cleaning for light
soil/sludge/oil varnish removal from all materials

Temporary Revisions
Issued March 2015

Engine Manual TR Revision date ATA Title

None issued

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CF34 technical publications schedule

CF34-3A1/-3B1 technical manuals
Manual type September 2014 February 2015 February 2016

Delivered Delivered Planned

EM (SEI-756) Revision 58 Revision 59 Revision 60

IPC (SEI-755) Revision 58 Revision 59 Revision 60

ITEM (SEI-584) Revision 22 (8/2014) - As required

CF34-8C technical manuals

Manual type October 2014 April 2015 April 2016

Delivered Delivered Planned

EM (GEK 105091) Revision 42 Revision 43 Revision 44

IPC (GEK 105092) Revision 41 Revision 42 Revision 43

ITEM (GEK 105095) Revision 35 (10/2014) Revision 36 (4/2015) As required

CF34-8E technical manuals

Manual type October 2014 April 2015 April 2016

Delivered Delivered Planned

EM (GEK 112031) Revision 34 Revision 35 Revision 36

IPC (GEK 112032) Revision 34 Revision 35 Revision 36

ITEM (GEK 105095) Revision 35 (10/2014) Revision 36 (4/2015) As required

CF34-10E technical manual releases

Manual type May 2014 November 2014 May 2015

Delivered Delivered Planned

EM (GEK 112081) Revision 25 Revision 26 Revision 27

IPC (GEK 112082) Revision 25 Revision 26 Revision 27

ITEM (GEK 112085) Revision 18 Revision 19 As required

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Tooling releases / updates

Engine Tool number Title Description Date Manuals

None reported

Repair releases

ESM Substantiation
RD Number Issue date Title Model ATA repair/SB required?

150-1611-P1 December 16 HPT rotor assembly - outer balance piston CF34-8C 72-51-06 008 Yes
rotating air seal - repair - thermal spray CF34-8E
repair of the rabbet outer diameter C

830-812-S1 January 22 No. 1 and no. 2 bearing support assembly – CF34-10A 72-22-08 001 No
static seal - repair - replacement of abradable CF34-10E

170-1074-S1 February 2 High pressure turbine shroud support CF34-10A 72-53-01 002 No
hanger - replacement of the air baffle

150-1342-S1 February 3 High pressure turbine rotor assembly - outer CF34-8C 72-51-06 005 No
balance piston rotating air seal - repair - CF34-8E
blending for full damage removal

840-404-S1 March 5 Fan frame - splitter - repair – repair of CF34-10A 72-23-09 1 No

attachment holes by bushing installation CF34-10E

124-1052-P4 March 18 Combustion chamber assembly - CF34-10A 72-42-04 13 Yes

combustion chamber outer liner - repair - CF34-10E
weld and resize of large multiholes outer
liner

835-376-S1 March 31 Engine - fan stator assembly - repair - CF34-8C 72-00-23 012 No
external Kevlar skin repair of the fan blade CF34-8E
containment case

050-1035-S2 April 10 Compressor rotor assembly - aft shaft spool CF34-8C 72-33-05 003 No
- repair - resurface of stage 4 disk post aft CF34-8E
surface from stator rub

To obtain the latest revision of the CF34 Repair

Document, please contact your CF34 field service
representative, or the GE Customer Web Center (CWC)
Technical Publications website, or contact:

GE Aviation
Fleet Support

USA International
Phone: +1 877 432 3272 Phone: +1 513 552 3272
Fax: +1 877 432 3329 Fax: +1 513 552 3329
Email: aviation.fleetsupport@ge.com Email: aviation.fleetsupport@ge.com

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Alternative Methods of Compliance (AMOCs)

AMOC
Engine model Relative AD approval date General topic

CF34-1A/-3A/- 99-22-10 March 24, 2004 Increased cyclic life limits for HPC stage 9 disks (PN 6087T01P03) to 23,000
3A1/-3A2 CSN and rear HPC spools (PNs 5087T46P01, 5087T46P02) to 22,000 CSN

CF34-3A1/-3B1 2004-14-03-R1 October 2004* Approves Revision 4 of SB CF34-AL-72-A0173

AD 2004-14-03-R1 was superseded by AD 2006-04-12, and includes
AMOC content

CF34-3A/-3A2/- 2004-26-02 February 14, 2005 Allows installation of HPC forward spool (PNs 6078T56P03 or 6078T56P04)
1A/-3A1/-3B/-3B1 if the spool has less than or equal to 6000 CSN

CF34-3B1 2001-12-06 December 7, 2005 Increased compliance time for certain No. 5 gearing rotating air seals
installed on CF34-3B1 series turbofan engines – no SB involved

CF34-10E 2006-20-06 November 6, 2006 Approves Revision 01 of CF34-10E SB 73-0011 as Alternative Method of
Compliance for AD 2006-20-06

CF34-1/-3 (all) 2006-05-04 December 11, 2006* Approves certain revisions to SB 72-A0103 (Regional Jet) and SB 72-A0088
(Business Jet)
AD 2006-05-04 superseded by AD 2007-07-07, and includes AMOC
content

CF34-3 2007-07-07R1 February 17, 2009 Approves SB 72-0233 Rev 4 and SB 72-0212 Rev 4 for specific paragraphs
in AD

CF34-10E 2012-01-10 August 29, 2012 Provides AMOC to inspect fan drive shaft (FDS) affected by AD 2012-01-10.
Copy of AMOC on CAWC website.

* AMOC Request Date, from GE to FAA

Note 1: The list represents, to the best knowledge available to GE, a summary of the FAA-approved AMOCs that were requested/initiated
by GE for the overall CF34 models. AMOCs not requested by GE are not included in this list.
Note 2: The list provided is a general summary – operators should reference the AD and AMOC approval letters for compliance requirements
Note 3: This list will be presented and updated in each edition of CF34 Fleet Highlites

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Airworthiness Directives
Note 1: The list provided below is a general summary meant for general reference only – operators should refer to the FAA website for the listing
of Ads applicable to CF34 engines.
Note 2: This list will be presented and updated in each edition of CF34Regional Fleet Highlites.
AD # Engine Model(s) Effective Description
date
2010-01-04 CF34-3 1A/3A/3A1/ 1/25/2010 Fan blade
(2009-24-11) 3A2/3B/3B1
2009-07-12 CF34-3 1A/3A/3A1/ 5/7/2009 HP rotor 4-step air balance piston stationary seal
3A2/3B/3B1
2009-26-09 CF34-3 1A/3A/3A1/ 4/23/2007 Fan disk arc out inspection (on-wing & shop level)
2007-07-07 3A2/3B/3B1 9/12/2007
2007-07-07R1
2007-05-16 CF34-3 3A1/3B/3B1 3/12/2007 Tactile & visual arc out inspection of fan disk bore
2007-04-51 CF34-3 3A1/3B/3B1 3/12/2007 Fan disk arc out inspection
2006-05-04 CF34-3 1A/3A/3A1/ 4/7/2006 Fan disk arc out inspection
3A2/3B/3B1 (5/31/2001)
2006-04-12 CF34-3 1A/3A/3A1/ 3/30/2006 Combined RJ & BJ LPT stg 5 & stg 6 disk arc out
3A2/3B/3B1 (7/30/2004)
2004-26-02 CF34-3 1A/3A/3A1/ 1/26/2005 HPC forward spool life limit
3A2/3B/3B1
2004-15-03R1 CF34-3 3A1/3B1 7/30/2004 LPT Stg 5 & Stg 6 Disk Arc Out
2003-05-10R1 CF34-3 3A1/3B/3B1 11/18/2003 B-sump scavenge screen removal
2002-05-02 CF34-3 3A1/3B1 4/12/2002 Enhanced inspection of critical life-limited parts
2001-12-06 CF34-3 1A/3A/3A1/ 5/20/2001 No. 5 rotating air seal replacement and reduced interval chip
3A2/3B/3B1 inspection
2001-10-03 CF34-3 1A/3A/3A1/ 5/31/2001 Fan disk arc out inspection
3A2/3B/3B1
99-23-26 R1 CF34-3 1A/3A/3A1/ 2/17/2000 MFC modifications for overspeed protection
3A2/3B/3B1
99-22-10 CF34-3 1A/3A/3A1/3A2 12/27/1999 Reduced cyclic life limits in HPC
97-06-15 CF34-3 1A/3A/3A2 5/27/1997 BJ reduced cyclic life limits on HPC stg 1 rotor disk
97-06-14 CF34-3 1A/3A/3A2 5/27/1997 BJ reduced cyclic life limits on fan disk
88-06-07 CF34-3 1A/3A 3/23/1988 BJ MFC bypass piston
2002-23-02 CF34-8 8C1 12/26/2002 Critical life limited parts
2003-09-14 CF34-8 8C1 6/12/2003 Combustion chamber life limit
2005-07-06 CF34-8 8C1/8C5 4/15/2005 Master VG actuator
(2003-26-05) (1/20/2004)
2008-05-01 CF34-8 8C1/8C5/8C5B1 4/3/2008 Fuel metering unit (FMU)
2013-06-06 CF34-8 8C1/8C5/8C5A1/8C5 5/8/2013 Operability bleed valve (OBV)
A2/8C5A3/8C5B1
2008-08-21 CF34-8 E2/E2A1/E5/E5A1/E5 5/27/2008 Ads additional aircraft & requires installing new FADEC software
A2/E6/E6A1 (supersedes 2006-11-15)
2006-11-15 CF34-8 E2/E2A1/E5/E5A1/E5 6/14/2005 Throttle movements after reverse thrust
A2/E6/E6A1

Continued on next page

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Continued from previous page

AD # Engine Model(s) Effective Description

date
2005-19-01 CF34-8 E2/E2A1/E5/E5A1/E5 9/14/2005 Hydraulic Tubes (EDP exit)
A2/E6/E6A1
2005-07-09 CF34-8 E2/E2A1/E5/E5A1/E5 4/20/2005 Master VG actuator
A2/E6/E6A1 3/9/2005
2004-04-04 CF34-8 E2/E2A1/E5/E5A1/E5 3/9/2005 Master VG actuator
A2/E6/E6A1
2008-05-01 CF34-8 E2/E2A1/E5/E5A1/E5 4/3/2008 FMU overspeed solenoid check
A2/E6/E6A1
2008-16-01 CF34-8 E2/E2A1/E5/E5A1/E5 7/31/2008 FADEC software 8Ev5.40 to 8Ev5.30
A2/E6/E6A1
2009-24-06 CF34-8 E2/E2A1/E5/E5A1/E5 12/28/2009 Mandates FADEC software 8E5.41 (supersedes 2008-16-01)
A2/E6/E6A1
2013-06-06 CF34-8 E2/E2A1/E5/E5A1/E5 5/8/2013 Requires the affected OBVs be removed
A2/E6/E6A1
2012-01-10 CF34-10 E2A1/E5/E5A1/E6/E6 2/27/2012 Removal from service of CVD support assembly and
A1/E7/E7–B determination of fan drive shaft serviceability
2011-18-02 CF34-10 E2A1/E5/E5A1/E6/E6 9/26/2011 Fan spinner support (SB CF34-10E-72-0186)
A1/E7/E7–B
2006-11-15 CF34-10 E2A1/E5/E5A1/E6/E6 6/14/2006 Throttle movements after reverse thrust
A1/E7/E7–B
2006-20-06 CF34-10 E2A1/E5/E5A1/E6/E6 10/16/2006 MFP strainer removal
A1/E7/E7–B
2007-12-09 CF34-10 E2A1/E5/E5A1/E6/E6 7/10/2007 Combustor life limit reduction
A1/E7/E7–B
2007-12-15 CF34-10 E2A1/E5/E5A1/E6/E6 7/19/2007 New MFP strainer installation (supersedes 2006-20-06)
A1/E7/E7–B
2008-05-01 CF34-10 E2A1/E5/E5A1/E6/E6 4/3/2008 FMU overspeed solenoid check
A1/E7/E7–B

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Back to top ALL OPERATORS WIRES

All Operators Wires

Engine Wire number Issue date Title

CF34-8C/-8E 15-CF34-003 April 23 CF34-8 AD 2013-06-06 operability bleed valve removals

For more information on CF34Regional and

GE Aviation products, visit www.geaviation.com.

GE Aviation Proprietary Information – subject to restrictions on cover CF34R Fleet Highlites | April 2015 34