Rule2023-09737
Airworthiness Directives; CFM International, S.A. Engines
Primary source
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Published
May 9, 2023
Effective
June 13, 2023
Issuing agencies
Transportation DepartmentFederal Aviation Administration
Abstract
The FAA is adopting a new airworthiness directive (AD) for certain CFM International, S.A. (CFM) Model LEAP-1B engines. This AD was prompted by a report of multiple aborted takeoffs and air turn- backs (ATBs) caused by high-pressure compressor (HPC) stall, which was induced by high levels of non-synchronous vibration (NSV). A subsequent investigation by the manufacturer revealed that wear on the No. 3 bearing spring finger housing can lead to high levels of NSV. This AD requires repetitive calculations of the oil filter delta pressure (OFDP) data and, depending on the results of the calculation, replacement of the No. 3 bearing spring finger housing. This AD also prohibits installation of an engine with an affected No. 3 bearing spring finger housing onto an airplane that already has one engine with an affected No. 3 bearing spring finger housing installed. The FAA is issuing this AD to address the unsafe condition on these products.
Full Text
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<title>Federal Register, Volume 88 Issue 89 (Tuesday, May 9, 2023)</title>
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[Federal Register Volume 88, Number 89 (Tuesday, May 9, 2023)]
[Rules and Regulations]
[Pages 29815-29818]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 2023-09737]
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Rules and Regulations
Federal Register
________________________________________________________________________
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having general applicability and legal effect, most of which are keyed
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Federal Register / Vol. 88, No. 89 / Tuesday, May 9, 2023 / Rules and
Regulations
[[Page 29815]]
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2022-1422; Project Identifier AD-2022-01208-E;
Amendment 39-22413; AD 2023-07-11]
RIN 2120-AA64
Airworthiness Directives; CFM International, S.A. Engines
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
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SUMMARY: The FAA is adopting a new airworthiness directive (AD) for
certain CFM International, S.A. (CFM) Model LEAP-1B engines. This AD
was prompted by a report of multiple aborted takeoffs and air turn-
backs (ATBs) caused by high-pressure compressor (HPC) stall, which was
induced by high levels of non-synchronous vibration (NSV). A subsequent
investigation by the manufacturer revealed that wear on the No. 3
bearing spring finger housing can lead to high levels of NSV. This AD
requires repetitive calculations of the oil filter delta pressure
(OFDP) data and, depending on the results of the calculation,
replacement of the No. 3 bearing spring finger housing. This AD also
prohibits installation of an engine with an affected No. 3 bearing
spring finger housing onto an airplane that already has one engine with
an affected No. 3 bearing spring finger housing installed. The FAA is
issuing this AD to address the unsafe condition on these products.
DATES: This AD is effective June 13, 2023.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in this AD as of June 13,
2023.
ADDRESSES:
AD Docket: You may examine the AD docket at <a href="http://regulations.gov">regulations.gov</a> by
searching for and locating Docket No. FAA-2022-1422; or in person at
Docket Operations between 9 a.m. and 5 p.m., Monday through Friday,
except Federal holidays. The AD docket contains this final rule, any
comments received, and other information. The address for Docket
Operations is U.S. Department of Transportation, Docket Operations, M-
30, West Building Ground Floor, Room W12-140, 1200 New Jersey Avenue
SE, Washington, DC 20590.
Material Incorporated by Reference:
<bullet> For CFM service information identified in this final rule,
contact CFM International Inc., Aviation Operations Center, 1 Neumann
Way, M/D Room 285, Cincinnati, OH 45215; phone: (877) 432-3272; email:
<a href="/cdn-cgi/l/email-protection#5f3e29363e2b3630317139333a3a2b2c2a2f2f302d2b1f383a713c3032"><span class="__cf_email__" data-cfemail="204156494154494f4e0e464c454554535550504f52546047450e434f4d">[email protected]</span></a>.
<bullet> You may view this service information at the FAA,
Airworthiness Products Section, Operational Safety Branch, 1200
District Avenue, Burlington, MA 01803. For information on the
availability of this material at the FAA, call (817) 222-5110. It is
also available at <a href="http://regulations.gov">regulations.gov</a> by searching for and locating Docket
No. FAA-2022-1422.
FOR FURTHER INFORMATION CONTACT: Mehdi Lamnyi, Aviation Safety
Engineer, ECO Branch, FAA, 1200 District Avenue, Burlington, MA 01803;
phone: (781) 238-7743; email: <a href="/cdn-cgi/l/email-protection#7439111c101d5a3815191a0d1d341215155a131b02"><span class="__cf_email__" data-cfemail="feb39b969a97d0b29f93908797be989f9fd0999188">[email protected]</span></a>.
SUPPLEMENTARY INFORMATION:
Background
The FAA issued a notice of proposed rulemaking (NPRM) to amend 14
CFR part 39 by adding an AD that would apply to certain CFM Model LEAP-
1B21, LEAP-1B23, LEAP-1B25, LEAP-1B27, LEAP-1B28, LEAP-1B28B1, LEAP-
1B28B2, LEAP-1B28B2C, LEAP-1B28B3, LEAP-1B28BBJ1, and LEAP-1B28BBJ2
engines. The NPRM published in the Federal Register on December 1, 2022
(87 FR 73686). The NPRM was prompted by a report of three aborted
takeoffs and two ATBs caused by HPC stall, which was induced by high
levels of NSV. A subsequent investigation by the manufacturer revealed
that wear on the No. 3 bearing spring finger housing can lead to high
levels of NSV, which could induce HPC stall. This wear manifests itself
early on as higher than typical OFDP loading. As a result of its
investigation, the manufacturer published service information that
specifies procedures for calculating the OFDP data and replacing the
affected No. 3 bearing spring finger housing. In the NPRM, the FAA
proposed to require a calculation of the OFDP data and, depending on
the results of the calculation, replacement of the No. 3 bearing spring
finger housing. In the NPRM, the FAA also proposed to prohibit the
installation of an engine with an affected No. 3 bearing spring finger
housing onto an airplane that already has one engine with an affected
No. 3 bearing spring finger housing installed. The FAA is issuing this
AD to address the unsafe condition on these products.
Discussion of Final Airworthiness Directive
Comments
The FAA received comments from four commenters. The commenters were
Air Line Pilots Association, International (ALPA), American Airlines
(AA), Lynx Air, and an anonymous commenter. ALPA and the anonymous
commenter supported the proposed AD without change. AA and Lynx Air
requested changes to the proposed AD. The following presents the
comments received on the NPRM and the FAA's response to each comment.
Request To Include Additional Method To Correct Unsafe Condition
AA requested that the FAA provide an additional solution using
Original Equipment Manufacturer (OEM) provided data. AA stated that the
OEM, who generates all data plots in CFM Fleet Monitor, should be
required to generate a customer notification report (CNR) based on the
points specified in the service bulletin (SB). AA stated that this
solution would reduce human error of each operator required to access
the data and manually complete the assessment. AA also noted that the
automated process would provide a more robust and repeatable method for
calculating the OFDP rate of change and allow OEM subject matter
experts to review the data before releasing the CNR. AA also suggested
that the My Fleet Monitor incorporate titles on the graphs to clarify
which graph is applicable.
[[Page 29816]]
In response to this comment, an operator may apply for an
alternative method of compliance (AMOC) in accordance with paragraph
(k) of this AD, along with substantiation data to show that the
alternative method provides an acceptable level of safety. The FAA
cannot require the type certificate holder (TCH) to implement specific
actions with respect to an unsafe condition but can mandate that
operators perform corrective actions to address an unsafe condition.
The FAA did not change this AD as a result of this comment.
Request To Update Paragraph (g)(3)
AA requested that the FAA update paragraph (g)(3) of this AD from:
``during the calculation'' to ``at the time of calculation.'' AA stated
that ``during the calculation'' was unclear.
The FAA disagrees with the request to update paragraph (g)(3) of
this AD because the language ``during the calculation'' is clear.
Request To Update Paragraphs (g)(1), (2), and (3) of This AD
Lynx Air has requested that the FAA update paragraphs (g)(1) and
(2) of this AD to mandate the engine OEM monitor and calculate the
operator's OFDP data (similar to existing trend monitoring performed by
the engine OEM and subsequent communication to customers via the
existing CNR process). Lynx Air also requested that the FAA update
paragraph (g)(3) of this AD to mandate the engine OEM notify operators
about engines that must be replaced upon the recognition that an
engine's OFDP data falls outside of the limits specified in CFM SB
LEAP-1B-72-00-0369-01A-930A-D, Issue 001-00, dated August 22, 2022 (CFM
SB LEAP-1B-72-00-0369-01A-930A-D). Additionally, Lynx Air has requested
that the FAA update paragraph (g)(3) of this AD to require operators
replace engines within 25 flight cycles (FCs) of the CNR by the engine
OEM. Lynx Air reasoned that operators should not be responsible for
engine trend monitoring or demonstration of engine trend monitoring at
a defined interval. Instead, solely the engine OEM should manage engine
trend monitoring. Lynx Air explained that there is an existing process
for transmitting engine trend monitoring alerts from CFM to the engine
operators; therefore, there should be no reason for the final rule to
require data checks at defined intervals. Lynx Air stated that this AD
should be limited to requiring operators to respond to CFM CNRs within
an acceptable timeframe.
The FAA disagrees with the request to update paragraphs (g)(1)
through (3) of this AD to require the engine OEM monitor and calculate
the operator's OFDP data. An operator may apply for an AMOC in
accordance with paragraph (k) of this AD. The FAA cannot require the
TCH to implement specific actions with respect to an unsafe condition
but can mandate that operators perform actions to address an unsafe
condition. The FAA did not change this AD as a result of this comment.
Request To Remove the Installation Prohibition Paragraph
Lynx Air requested that the FAA remove paragraph (i), Installation
Prohibition, specified in this AD. Lynx Air stated that an AD issued by
the ECO Branch, which applies to an engine, should not establish
installation restrictions at the aircraft level. If aircraft-level
restrictions are to be mandated, the ACO Branch should issue a separate
AD applicable to the airframe. Lynx Air reasoned that neither the CFM
SB nor the proposed rule would drive the removal of an affected engine
from an aircraft equipped with two affected engines as of the effective
date of this AD. Lynx Air stated that it is understood that installing
an affected engine onto an airplane already equipped with one affected
engine would not introduce a less airworthy condition than that of an
aircraft equipped with two affected engines installed before the
effective date of this AD. Lynx Air clarified that if dual exposure
already exists, as written, this AD will allow dual exposure to
continue on one aircraft while prohibiting the introduction of dual
exposure on a different aircraft.
The FAA disagrees with the request to remove paragraph (i),
Installation Prohibition. The requirement in paragraph (i),
Installation Prohibition, which prevents installing an engine with an
affected No. 3 bearing spring finger housing on an airplane that
already has one engine with an affected No. 3 bearing spring finger
housing installed, is part of the control plan to correct the unsafe
condition. The OEM performed de-twinning as part of its early
containment actions and subsequent investigation, which confirmed that
there are no airplanes with two affected engines installed; hence,
there is no need for a requirement to de-twin such airplanes to address
the unsafe condition. The FAA did not change this AD as a result of
this comment.
Request To Modify the Installation Prohibition Paragraph
Lynx Air requested that if the FAA rejects the request to remove
paragraph (i), Installation Prohibition, the FAA modify paragraph (i),
Installation Prohibition, of this AD to allow the installation of an
engine with an affected No. 3 bearing spring finger housing onto an
airplane that already has one engine with an affected No. 3 bearing
spring finger housing installed as long as the engine that is
installed, or the opposite engine, has accrued at least 1,000 FCs since
new. Lynx Air reasoned that the OEM explains within CFM SB LEAP-1B-72-
00-0369-01A-930A-D that the OFDP monitoring may cease after 1,000 FCs.
Lynx Air stated that if this is the case, there should be no
airworthiness concerns about the movement of an engine with an affected
No. 3 bearing spring finger housing onto an airplane on which the other
wing position has an engine with an affected No. 3 bearing spring
finger housing installed, as long as the engine being installed has
accrued at least 1,000 FCs since new. Lynx Air noted that neither
paragraph (i), Installation Prohibition, nor paragraph (j), Definition,
of this AD clearly define what an engine with a No. 3 bearing spring
finger housing that has accrued more than 1,000 FCs refers to. Lynx Air
commented that paragraph (i), Installation Prohibition, of the proposed
AD is problematic as written, as an affected engine that has accrued
more than 1,000 FCs should be eligible for installation onto the pylon
opposite from an affected engine.
The FAA disagrees with the request to modify paragraph (i),
Installation Prohibition. Accumulating 1,000 FCs on an engine with an
affected No. 3 bearing spring finger housing does not constitute a
terminating action for that engine. The OFDP monitoring stops at 1,000
FCs since new, due to the potential for false positives after that
threshold is reached under normal engine wear. Therefore, the only
terminating action is the removal and replacement of the affected No. 3
bearing spring finger housing, as required by paragraphs (g)(3) and (4)
of this AD. The FAA did not change this AD as a result of this comment.
Request To Revise Estimated Costs Section
Lynx Air requested that the FAA modify the Estimated Costs section
to predict the cost on U.S. operators more accurately. Lynx Air stated
that the Estimated Costs section does not effectively capture the cost
on U.S. operators. Lynx Air reasoned that the
[[Page 29817]]
estimated costs only consider the time to calculate the OFDP data in
response to paragraph (g)(1) of the proposed AD and do not consider the
time to calculate the OFDP data on a repetitive basis, as specified in
paragraph (g)(2) of the proposed AD.
The FAA notes that the Estimated Costs include the costs for a
single calculation of OFDP data. In the case of a repetitive
calculation, the FAA cannot predict how many repetitive calculations
will be performed. The FAA did not change this AD as a result of this
comment.
Request To Revise Paragraph (g)(4) of This AD
Lynx Air requested that the FAA revise paragraph (g)(4) of this AD
to more closely align with the parallel requirement of EASA AD 2022-
0215, paragraph (3). Lynx Air suggested that the FAA update this AD to
state that affected engines may not be released from a qualified shop
visit with an affected part installed. Lynx Air reasoned that using the
words ``next shop visit after the effective date of this AD'' pose
problems for owners and operators who obtain previously operated spare
engines. Lynx Air noted that, traditionally, engine shop visit records
include records that claim previous compliance with AD requirements but
do not include the date of the shop visit or the sequential (1st, 2nd,
3rd, etc.) occurrence at which a particular AD paragraph was complied
with. Lynx Air reasoned that it becomes difficult, if not impossible,
for an operator to demonstrate that a particular engine complied with
paragraph (g)(4) of this AD at the next shop visit after the effective
date of the AD, especially if the engine was not in their possession at
the time in which the AD became effective.
The FAA disagrees with the request to revise paragraph (g)(4) of
this AD. Engine shop visit records should specify the date of the shop
visit. An engine shop visit is the induction of an engine into the shop
for maintenance involving the separation of pairs of major mating
engine flanges. As discussed in a later comment reply, this definition
of an engine shop visit has been added to this AD. The FAA did not
change this AD as a result of this comment.
Request To Add a Definition of an ``Affected Engine''
Lynx Air requested that the FAA add a definition of an ``affected
engine'' to paragraph (j), Definitions, of this AD. Lynx Air reasoned
that affected engines should no longer be considered affected after
replacing affected parts. Lynx Air stated that given that Table 1 of
CFM SB LEAP-1B-72-00-0369-01A-930A-D includes engine serial numbers (S/
Ns), the implication is that those engines remain ``affected'' even
after the replacement of the affected No. 3 bearing spring finger
housing.
The FAA disagrees with the request to add a definition of
``affected engine'' to paragraph (j), Definitions, of this AD. This AD
does not use the term ``affected engine.'' The FAA did not change this
AD as a result of this comment.
Request To Add a Definition of an ``Engine Shop Visit''
Lynx Air requested that the FAA add a definition of an ``engine
shop visit'' to paragraph (j), Definitions, of this AD. Lynx Air
reasoned that operators need to understand what qualifies as a shop
visit.
The FAA agrees and has added paragraph (j)(2) to the Definitions
paragraph of this AD to state: ``For the purpose of this AD, an
``engine shop visit'' is the induction of an engine into the shop for
maintenance involving the separation of pairs of major mating engine
flanges. The separation of engine flanges solely for the purpose of
transportation without subsequent engine maintenance does not
constitute an engine shop visit.''
Conclusion
The FAA reviewed the relevant data, considered any comments
received, and determined that air safety requires adopting this AD as
proposed. Accordingly, the FAA is issuing this AD to address the unsafe
condition on these products. Except for minor editorial changes, and
any other changes described previously, this AD is adopted as proposed
in the NPRM. None of the changes will increase the economic burden on
any operator.
Related Service Information Under 1 CFR Part 51
The FAA reviewed CFM SB LEAP-1B-72-00-0369-01A-930A-D, Issue 001-
00, dated August 22, 2022. This service information specifies
procedures for calculating the OFDP data and replacing the affected No.
3 bearing spring finger housing. This service information also
identifies the S/Ns of the affected No. 3 bearing spring finger
housings installed on CFM Model LEAP-1B engines. This service
information is reasonably available because the interested parties have
access to it through their normal course of business or by the means
identified in ADDRESSES.
Costs of Compliance
The FAA estimates that this AD affects 8 engines installed on
airplanes of U.S. registry.
The FAA estimates the following costs to comply with this AD:
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Cost per Cost on U.S.
Action Labor cost Parts cost product operators
----------------------------------------------------------------------------------------------------------------
Calculate OFDP data................... 1 work-hour x $85 per $0 $85 $680
hour = $85.
Replace No. 3 bearing spring finger 17 work-hours x $85 per 64,590 66,035 528,280
housing. hour = $1,445.
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Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, section 106, describes the
authority of the FAA Administrator. Subtitle VII: Aviation Programs,
describes in more detail the scope of the Agency's authority.
The FAA is issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701: General requirements.
Under that section, Congress charges the FAA with promoting safe flight
of civil aircraft in air commerce by prescribing regulations for
practices, methods, and procedures the Administrator finds necessary
for safety in air commerce. This regulation is within the scope of that
authority because it addresses an unsafe condition that is likely to
exist or develop on products identified in this rulemaking action.
Regulatory Findings
This AD will not have federalism implications under Executive Order
13132. This AD will not have a substantial direct effect on the States,
on the relationship between the National Government and the States, or
on the distribution of power and
[[Page 29818]]
responsibilities among the various levels of government.
For the reasons discussed above, I certify that this AD:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866,
(2) Will not affect intrastate aviation in Alaska, and
(3) Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
The Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA amends 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
0
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
0
2. The FAA amends Sec. 39.13 by adding the following new airworthiness
directive:
2023-07-11 CFM International, S.A.: Amendment 39-22413; Docket No.
FAA-2022-1422; Project Identifier AD-2022-01208-E.
(a) Effective Date
This airworthiness directive (AD) is effective June 13, 2023.
(b) Affected ADs
None.
(c) Applicability
This AD applies to CFM International, S.A. (CFM) Model LEAP-
1B21, LEAP-1B23, LEAP-1B25, LEAP-1B27, LEAP-1B28, LEAP-1B28B1, LEAP-
1B28B2, LEAP-1B28B2C, LEAP-1B28B3, LEAP-1B28BBJ1, and LEAP-1B28BBJ2
engines with an installed No. 3 bearing spring finger housing, part
number 2542M54G01, and serial number identified in Table 1 of CFM
Service Bulletin LEAP-1B-72-00-0369-01A-930A-D, Issue 001-00, dated
August 22, 2022 (CFM SB LEAP-1B-72-00-0369-01A-930A-D).
(d) Subject
Joint Aircraft System Component (JASC) Code 7230, Turbine Engine
Compressor Section.
(e) Unsafe Condition
This AD was prompted by a report of multiple aborted takeoffs
and air turn-backs caused by high-pressure compressor (HPC) stall,
which was induced by high levels of non-synchronous vibration, and a
subsequent investigation by the manufacturer that revealed wear on
the No. 3 bearing spring finger housing. The FAA is issuing this AD
to prevent HPC stall. The unsafe condition, if not addressed, could
result in engine power loss at a critical phase of flight such as
takeoff or climb, loss of thrust control, reduced controllability of
the airplane, and loss of the airplane.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Required Actions
(1) Before the affected No. 3 bearing spring finger housing
accumulates 125 flight cycles (FCs) since new, but not before
accumulating 75 FCs since new, or within 50 FCs after the effective
date of this AD, whichever occurs later, calculate the oil filter
delta pressure (OFDP) data in accordance with the Accomplishment
Instructions, paragraphs 5.A.(1) through 5.A.(2) or 5.B.(1) through
5.B.(2), of CFM SB LEAP-1B-72-00-0369-01A-930A-D.
(2) Thereafter, at intervals not to exceed 100 FCs from the last
calculation of the OFDP data, and until the affected No. 3 bearing
spring finger housing accumulates 1,000 FCs since new, repeat the
calculation required by paragraph (g)(1) of this AD.
(3) If, during the calculation required by paragraph (g)(1) or
(2) of this AD, the OFDP data exceed the limits specified in the
Accomplishment Instructions, paragraph 5.A.(3) or 5.B.(3), of CFM SB
LEAP-1B-72-00-0369-01A-930A-D, as applicable, within 25 FCs of
performing the calculation, replace the affected No. 3 bearing
spring finger housing with a part eligible for installation.
(4) During the next engine shop visit after the effective date
of this AD, replace the affected No. 3 bearing spring finger housing
with a part eligible for installation.
(h) Terminating Action
Replacement of the affected No. 3 bearing spring finger housing
with a part eligible for installation, as specified in paragraphs
(g)(3) and (4) of this AD, constitutes terminating action for the
calculations required by paragraphs (g)(1) and (2) of this AD.
(i) Installation Prohibition
After the effective date of this AD, do not install an engine
with an affected No. 3 bearing spring finger housing onto an
airplane that already has one engine with an affected No. 3 bearing
spring finger housing installed.
(j) Definitions
(1) For the purpose of this AD, a ``part eligible for
installation'' is a No. 3 bearing spring finger housing that is not
identified in Table 1 of CFM SB LEAP-1B-72-00-0369-01A-930A-D.
(2) For the purpose of this AD, an ``engine shop visit'' is the
induction of an engine into the shop for maintenance involving the
separation of pairs of major mating engine flanges. The separation
of engine flanges solely for the purpose of transportation without
subsequent engine maintenance does not constitute an engine shop
visit.
(k) Alternative Methods of Compliance (AMOCs)
(1) The Manager, ECO Branch, FAA, has the authority to approve
AMOCs for this AD, if requested using the procedures found in 14 CFR
39.19. In accordance with 14 CFR 39.19, send your request to your
principal inspector or local Flight Standards District Office, as
appropriate. If sending information directly to the manager of the
certification office, send it to the attention of the person
identified in paragraph (l) of this AD and email it to: <a href="/cdn-cgi/l/email-protection#92d3dcd7bfd3d6bfd3dfddd1d2f4f3f3bcf5fde4"><span class="__cf_email__" data-cfemail="f8b9b6bdd5b9bcd5b9b5b7bbb89e9999d69f978e">[email protected]</span></a>.
(2) Before using any approved AMOC, notify your appropriate
principal inspector, or lacking a principal inspector, the manager
of the local flight standards district office/certificate holding
district office.
(l) Related Information
For more information about this AD, contact Mehdi Lamnyi,
Aviation Safety Engineer, ECO Branch, FAA, 1200 District Avenue,
Burlington, MA 01803; phone: (781) 238-7743; email:
<a href="/cdn-cgi/l/email-protection#d895bdb0bcb1f694b9b5b6a1b198beb9b9f6bfb7ae"><span class="__cf_email__" data-cfemail="622f070a060b4c2e030f0c1b0b220403034c050d14">[email protected]</span></a>.
(m) Material Incorporated by Reference
(1) The Director of the Federal Register approved the
incorporation by reference of the service information listed in this
paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
(2) You must use this service information as applicable to do
the actions required by this AD, unless the AD specifies otherwise.
(i) CFM Service Bulletin LEAP-1B-72-00-0369-01A-930A-D, Issue
001-00, dated August 22, 2022
(ii) [Reserved]
(3) For CFM service information identified in this AD, contact
CFM International Inc., Aviation Operations Center, 1 Neumann Way,
M/D Room 285, Cincinnati, OH 45215; phone: (877) 432-3272; email:
<a href="/cdn-cgi/l/email-protection#a9c8dfc0c8ddc0c6c787cfc5ccccdddadcd9d9c6dbdde9cecc87cac6c4"><span class="__cf_email__" data-cfemail="5637203f37223f393878303a333322252326263924221631337835393b">[email protected]</span></a>.
(4) You may view this service information at FAA, Airworthiness
Products Section, Operational Safety Branch, 1200 District Avenue,
Burlington, MA 01803. For information on the availability of this
material at the FAA, call (817) 222-5110.
(5) You may view this service information that is incorporated
by reference at the National Archives and Records Administration
(NARA). For information on the availability of this material at
NARA, email: <a href="/cdn-cgi/l/email-protection#573125793e3924273234233e3839173936253679303821"><span class="__cf_email__" data-cfemail="5c3a2e7235322f2c393f283533321c323d2e3d723b332a">[email protected]</span></a>, or go to: <a href="http://www.archives.gov/federal-register/cfr/ibr-locations.html">www.archives.gov/federal-register/cfr/ibr-locations.html</a>.
Issued on April 8, 2023.
Christina Underwood,
Acting Director, Compliance & Airworthiness Division, Aircraft
Certification Service.
[FR Doc. 2023-09737 Filed 5-8-23; 8:45 am]
BILLING CODE 4910-13-P
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