By Jim Wolf
WASHINGTON, Sept 19 The U.S. Federal Aviation
Administration said o n W ednesday it would stop short of issuing
an emergency directive on recently identified problems in
General Electric engines on a pair of Boeing Co jet models,
sticking instead to more routine safety notices.
An emergency directive could have meant temporary groundings
of the GE-powered Boeing 787 and 747-8 jets, for instance, or
other significant caps on fleet operations that now may be less
The issue emerged July 28 when a GEnx engine on a Boeing 787
Dreamliner failed during a pre-flight taxi test at Charleston
International Airport in South Carolina, sparking a small fire
by the runway. On Sept. 11, a GEnx-powered Boeing 747-8
wide-body freighter was forced to abort a take-off from
Shanghai, China, after it lost thrust.
"The FAA will soon issue an airworthiness directive and will
take appropriate action," the FAA said in a statement that
dropped its previous reference to its preparing to release an
emergency directive to deal with the matter.
"It is NOT an emergency AD," an FAA spokeswoman said in an
e-mail. AD is short for airworthiness directive, a notice to
aircraft operators of a known safety defect.
GE had no immediate comment on the FAA's decision to forego
an emergency directive.
Jim Proulx, a spokesman for Boeing, said the company could
not comment nor speculate on any action the FAA might take in
The FAA is expected to issue its directive on Friday or next
Separately, Boeing said it plans to deliver the first 787
made in South Carolina next week, a jet equipped with GEnx
engines, noting the engines have undergone special inspection.
"We have done the checks on all our GE engines," Jack Jones,
Boeing vice president and general manager, said Wednesday at an
international trade conference near Charleston, South Carolina.
"GE has done a great job of figuring out quickly what we have to
do to ensure the integrity of the engine. We know that and we've
Jones said the engine issue had not affected Boeing's
schedule of delivering planes. "It obviously didn't stop
deliveries. That is absolutely critical," he said.
Analysts said it now appears the FAA would call for
repetitive, short-interval inspections of the GE engines,
possibly because the root cause and a solution have been found.
"As long as the upcoming directive does not materially
restrict the affected aircraft from flying their intended flight
profiles, we think it safe to say that Boeing has dodged the
bullet on this one," said Carter Leake, an aerospace analyst
with BB&T Capital Markets in Richmond, Virginia.
Leake had said in recent a note to investors that "we would
not be surprised if Air India opted not to close on aircraft due
for immediate delivery this month" due to concerns about he GE
GE has introduced a new coating process to affected parts of
new engines, Rick Kennedy, a company spokesman, said in an
"The change to different coatings, which has already been
certified on other GE engines like the GE90, is FAA-approved for
GEnx production," he said.
On Friday, the National Transportation Safety Board had
issued two "urgent" safety recommendations to the FAA after it
had found cracks or crack indications in a GEnx engine part
called the fan midshaft.
The recommendations were, first, to issue an airworthiness
directive to require, before further flight, the immediate
ultrasonic inspection of the fan midshaft in all GEnx-1B and -2B
engines that had not undergone inspection.
The second was to require repetitive inspections of the fan
midshaft at a "sufficiently short interval" that would permit
multiple inspections and detection of a crack before it could
reach critical length.
The FAA, in its statement, said inspections already have
been completed on all passenger airplanes, none of which are
with U.S. airlines. Atlas Cargo Airlines is the only operator
with two U.S. registered aircraft, it said.
"We understand both inspections were completed with no
findings" of cracks, the statement added.
Hans Weber of TECOP International Inc, a San Diego,
California, consultant on aerospace technology, said it appeared
that the root cause of the fracture problem had been determined
to the satisfaction of GE, Boeing and the FAA.
The intervals between repeat inspections is in the process
of being determined by GE and the FAA, he said.
Other recent examples of airplanes operating with known
defects under controlled inspection regimens are the RR Trent
900 engine for the Airbus A380 and the wing cracks of the A380,