Rule2026-21590
Airworthiness Directives; General Electric Company Engines
Primary source
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Published
October 22, 2026
Effective
November 27, 2026
Issuing agencies
Transportation DepartmentFederal Aviation Administration
Abstract
The FAA is adopting a new airworthiness directive (AD) for certain General Electric Company (GE) Model CF34-8C1, CF34-8C5, CF34- 8C5A1, CF34-8C5A2, CF34-8C5B1, CF34-8E2, CF34-8E2A1, CF34-8E5, CF34- 8E5A1, CF34-8E5A2, CF34-8E5A2HA, CF34-8E6, and CF34-8E6A1 engines. This AD was prompted by reports of in-flight "Engine Degraded" messages from the engine indicating and crew alerting system (EICAS) due to corrosion of the variable geometry (VG) system actuator. This AD requires removing certain electronic engine control (EEC) full authority digital electronic control (FADEC) software versions from service and installing an updated EEC FADEC software that is eligible for installation. The FAA is issuing this AD to address the unsafe condition on these products.
Full Text
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<title>Federal Register, Volume 91 Issue 203 (Thursday, October 22, 2026)</title>
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[Federal Register Volume 91, Number 203 (Thursday, October 22, 2026)]
[Rules and Regulations]
[Pages 66631-66635]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 2026-21590]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2025-3998; Project Identifier AD-2025-00432-E;
Amendment 39-23500; AD 2026-21-11]
RIN 2120-AA64
Airworthiness Directives; General Electric Company Engines
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
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SUMMARY: The FAA is adopting a new airworthiness directive (AD) for
certain General Electric Company (GE) Model CF34-8C1, CF34-8C5, CF34-
8C5A1, CF34-8C5A2, CF34-8C5B1, CF34-8E2, CF34-8E2A1, CF34-8E5, CF34-
8E5A1, CF34-8E5A2, CF34-8E5A2HA, CF34-8E6, and CF34-8E6A1 engines. This
AD was prompted by reports of in-flight ``Engine Degraded'' messages
from the engine indicating and crew alerting system (EICAS) due to
corrosion of the variable geometry (VG) system actuator. This AD
requires removing certain electronic engine control (EEC) full
authority digital electronic control (FADEC) software versions from
service and installing an updated EEC FADEC software that is eligible
for installation. The FAA is issuing this AD to address the unsafe
condition on these products.
DATES: This AD is effective November 27, 2026.
ADDRESSES:
AD Docket: You may examine the AD docket at <a href="http://regulations.gov">regulations.gov</a> under
Docket No. FAA-2025-3998; 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.
FOR FURTHER INFORMATION CONTACT: Daiyun Fang, Aviation Safety Engineer,
FAA, 2200 South 216th Street, Des Moines, WA 98198; phone: (206) 910-
0063; email: <a href="/cdn-cgi/l/email-protection#95f1f4fcece0fbbbf3f4fbf2d5f3f4f4bbf2fae3"><span class="__cf_email__" data-cfemail="ee8a8f87979b80c0888f8089ae888f8fc0898198">[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 GE Model CF34-
8C1, CF34-8C5, CF34-8C5A1, CF34-8C5A2, CF34-8C5B1, CF34-8E2, CF34-
8E2A1, CF34-8E5, CF34-8E5A1, CF34-8E5A2, CF34-8E5A2HA, CF34-8E6, and
CF34-8E6A1 engines. The NPRM was published in the Federal Register on
November 18, 2025 (90 FR 51590). The NPRM was prompted by three
separate events involving airplanes with Model GE CF34-8C5 engines
installed in which ``Engine Degraded'' messages were received from the
EICAS during flight. A subsequent investigation by the manufacturer
revealed that these engines had been operated infrequently over the
two-year period prior to these events and stored in close proximity to
a saltwater coastline. The investigation further revealed the VG
actuation lever arms were stuck due to corrosion between the high-
pressure compressor case and vane bushings, which increased the VG
actuation loads and slowed the VG response. As a result of this
increase, the VG command and actual positions exceeded acceptable
disagreement parameters, triggering an EICAS ``Engine Degraded''
message. In response to the ``Engine Degraded'' message, the
manufacturer and FAA determined that certain versions of the EEC FADEC
software installed on GE Model CF34-8E and CF34-8C engines can
potentially reduce the engine to idle and lock the throttle until the
engine is shut down and restarted. In the NPRM, the FAA proposed to
require removal of certain EEC FADEC software versions from service and
installation of updated EEC FADEC software that is eligible for
installation. 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 three commenters. The commenters
were the Airline Pilots Association, International (ALPA), the Citizens
Rulemaking Alliance, and Horizon Air. The following presents the
comments received on the NPRM and the FAA's response to each comment.
Support for the NPRM
ALPA expressed support for the NPRM.
Request To Justify Forgoing Notice and Comment or Issue an NPRM
The Citizens Rulemaking Alliance requested that the FAA place a
detailed analysis in the AD docket explaining why prior notice and
comment were impracticable for each requirement and why the selected
compliance times necessitated immediate issuance. Alternatively, the
commenter requested that the FAA either convert this action to an
interim final rule limited to actions necessary to mitigate any
immediate risk and simultaneously issue an NPRM to solicit comment for
30 to 60 days on non-emergency actions. The commenter asserted the FAA
has not adequately justified use of the good cause exception to bypass
notice and comment and the 30-day delayed
[[Page 66632]]
effective date and must, at a minimum, provide an explanation why a
brief comment period was impracticable.
The FAA notes the comment was submitted in response to an NPRM for
which the FAA provided a 45-day comment period. This final rule is
effective 35 days after its publication in the Federal Register.
Therefore, the FAA did not change this AD as a result of this comment.
Request To Comply With the Paperwork Reduction Act (PRA)
The Citizens Rulemaking Alliance requested that the FAA clarify
whether the proposed AD requires reporting. If reporting is required,
the commenter requested that the FAA revise the proposed AD to comply
with the PRA or suspend the reporting requirement until PRA
requirements are satisfied.
The FAA notes that this AD does not require reporting. If an AD
were to require reporting, the preamble of the AD would include a
paragraph titled ``Paperwork Reduction Act'' that would provide the
applicable OMB control number, required PRA statements, and the
estimated time to collect the required information (burden). Any costs
associated with the reporting requirement would be included in the
Costs of Compliance section in the preamble of the AD. Therefore, the
FAA did not change this AD as a result of this comment.
Request To Make Incorporation by Reference (IBR) Materials Reasonably
Available
The Citizens Rulemaking Alliance stated that the FAA's current
practices for IBR frequently fail to meet the legal and regulatory
standards for reasonable availability. The commenter called on the FAA
to guarantee that all IBR materials are easily and freely accessible to
the public and affected parties for both commenting and compliance
purposes. The commenter requested that the IBR materials be identified
in the proposed AD along with a detailed summary and a statement
confirming the reasonable availability of the materials. Further, the
commenter requested that the required IBR materials be placed in the AD
docket or that the FAA ensure free online access for the duration of
the comment period and applicability of the AD.
The FAA notes that this AD does not incorporate by reference any
material. All required actions and compliance times are contained
within the regulatory text of this AD. Additionally, paragraph (j) of
this AD specifies that there is no IBR material in this AD. Therefore,
the FAA did not change this AD as a result of this comment.
Request To Provide Additional Cost Information
The Citizens Rulemaking Alliance requested that the FAA clarify its
cost estimate for determining the proposed AD is not significant under
Executive Order 12866. The commenter stated the FAA should publish the
number of affected U.S. products and costs per product (labor rate,
labor hours, parts, downtime, and number of affected engines/aircraft).
The commenter requested that any safety benefit quantification or
break-even analysis that might have been performed along with the other
cost information be placed in the AD docket and comments invited.
In the Costs of Compliance section of the proposed AD, the FAA
disclosed the number of affected engines installed on airplanes on the
U.S. registry, estimated number of work hours and parts cost provided
by the manufacturer, and the aggregate costs. Additionally, the FAA
considered the impact that this AD will have on affected operators and
determined this AD will not trigger any downtime costs because the
requirements of this AD can be performed during regularly scheduled
maintenance. Since the FAA has assessed and disclosed the total known
costs of the AD requirements in the Costs of Compliance section of the
NPRM, and the commenter did not provide additional cost data for the
FAA to consider in its cost analysis, it is not necessary to provide
additional information in the AD docket. Based upon the analysis
provided throughout the proposed AD and in the previous comment
response, the FAA certifies that this AD is not a ``significant
regulatory action'' under Executive Order 12866. Therefore, the FAA did
not change this AD as a result of this comment.
Request To Consider Impact on Small Entities
The Citizens Rulemaking Alliance requested that the FAA either
provide the factual basis for its Regulatory Flexibility Act (RFA)
certification that the AD will not have a significant economic impact
on a substantial number of small entities or prepare a detailed initial
regulatory flexibility analysis that quantifies direct and indirect
costs (including parts and downtime) and assesses significant
alternatives (longer compliance times for low-utilization small
operators, tiered inspection intervals, on-condition monitoring,
streamlined alternative method of compliance pathways) for small
entities.
The FAA has considered the AD's impact on small businesses and
provides the following factual basis for its RFA certification.
Final Regulatory Flexibility Analysis
The Regulatory Flexibility Act of 1980, Public Law 96-354, 94 Stat.
1164 (5 U.S.C. 601-612), as amended by the Small Business Regulatory
Enforcement Fairness Act of 1996 (Pub. L. 104-121, 110 Stat. 857, Mar.
29, 1996) and the Small Business Jobs Act of 2010 (Pub. L. 111-240, 124
Stat. 2504, Sept. 27, 2010), requires Federal agencies to consider the
effects of the regulatory action on small business and other small
entities and to minimize any significant economic impact. The term
``small entities'' comprises small businesses and not-for-profit
organizations that are independently owned and operated and are not
dominant in their fields, and governmental jurisdictions with
populations of less than 50,000.
Small Entities to Which This AD Applies
The FAA used the definition of small entities in the RFA for this
analysis. The RFA defines small entities as small businesses, small
governmental jurisdictions, or small organizations. In 5 U.S.C. 601(3),
the RFA defines ``small business'' to have the same meaning as ``small
business concern'' under section 3 of the Small Business Act. The Small
Business Act authorizes the Small Business Administration (SBA) to
define ``small business'' by issuing regulations.
The SBA has established size standards for various types of
economic activities, or industries, under the North American Industry
Classification System (NAICS). These size standards generally define
small businesses based on the number of employees or annual receipts.
The following table provides the SBA size standards for all industries
with at least one entity impacted by this AD.\1\ Note that the SBA
definition of a small business applies to the parent company and all
affiliates as a single entity.
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\1\ FAA was unable to obtain data to identify the NAICS code of
four entities.
[[Page 66633]]
Description of Small Entity Standards
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NAICS code Description Size standard
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325180................. Other Basic 1,000 employees.
Inorganic
Chemical
Manufacturing.
336411................. Aircraft 1,500 employees.
Manufacturing.
481111................. Scheduled 1,500 employees.
Passenger Air
Transportation.
481219................. Other Nonscheduled $22,000,000.
Air
Transportation.
488119................. Other Airport $35,000,000.
Operations.
532490................. Other Commercial $35,000,000.
and Industrial
Machinery and
Equipment Rental
and Leasing.
551112................. Offices of Other $40,000,000.
Holding Companies.
711211................. Sports Teams and $41,500,000.
Clubs.
713940................. Fitness and $15,500,000.
Recreational
Sports Centers.
------------------------------------------------------------------------
To identify small entities, the FAA first identified the primary
NAICS of the entity or parent company, and then used data from
different sources (e.g., company annual reports, Bureau of
Transportation Statistics) to determine whether the entity meets the
applicable size standard. The FAA provides the estimated number of
small entities affected by this AD:
Number and Percent of Entities That Are Small \1\
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Number of Percent of Engines
NAICS code Category Number of Affected small small for small
entities engines entities entities entities
----------------------------------------------------------------------------------------------------------------
325180...................... Other Basic Inorganic 1 4 1 100 4
Chemical
Manufacturing.
336411...................... Aircraft Manufacturing 2 8 0 0 0
481111...................... Scheduled Passenger 10 3,270 2 20 132
Air Transportation.
481219...................... Other Nonscheduled Air 1 2 1 100 2
Transportation.
488119...................... Other Airport 1 4 1 100 4
Operations.
532490...................... Other Commercial and 1 34 0 0 0
Industrial Machinery
and Equipment Rental
and Leasing.
551112...................... Offices of Other 1 20 0 0 0
Holding Companies.
711211...................... Sports Teams and Clubs 1 4 1 100 4
713940...................... Fitness and 1 8 0 0 0
Recreational Sports
Centers.
----------------------------------------------------------------------------------------------------------------
\1\ Entities whose NAICS code was not identified as well as entities that are not considered ``small'' under the
RFA are not included in this table.
Projected Reporting, Recordkeeping, and Other Compliance Requirements
As described in the Cost of Compliance section of this final rule,
it will cost $1,340 to remove and install affected versions of software
with updated versions for each affected engine. For the purpose of this
analysis, each aircraft is assumed to have two engines, bringing the
cost per aircraft to $2,680 to remove and install the software. This is
described here as the ``low case''. In addition, 70 engines will
require a memory upgrade, which costs $49,680, in addition to the
$1,340 to remove and install software, for a total of $51,020. This is
described as the ``high case''. The costs faced by each entity are
given in the following table. Three of the six identified small
entities face impacts greater than 2 percent of their annual revenues.
Impacts on Small Entities
----------------------------------------------------------------------------------------------------------------
Low case High case
Average --------------------------------------------------
NAICS code NAICS description revenues Average Percent of Average Percent of
cost revenue \1\ cost revenue \1\
----------------------------------------------------------------------------------------------------------------
325180.................... Other Basic $6,780,000 $5,360 0.08 $104,720 1.54
Inorganic Chemical
Manufacturing.
481111.................... Scheduled Passenger 42,005,000 88,440 0.17 1,727,880 3.30
Air Transportation.
481219.................... Other Nonscheduled 348,870 2,680 0.77 52,360 15.01
Air Transportation.
488119.................... Other Airport 3,900,000 5,360 0.14 104,720 2.69
Operations.
711211.................... Sports Teams and 21,270,000 5,360 0.03 104,720 0.49
Clubs.
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\1\ Value obtained by, for each NAICS Code, dividing each firm's cost by that firm's annual revenue, and
averaging the result. This estimate is more precise than dividing the average cost among all entities by the
average revenue of all entities within a NAICS Code.
Significant Alternatives Considered
The FAA evaluated the alternative of not promulgating this AD but
ultimately deemed that this alternative would create a significant
safety hazard. This AD was prompted by reports of in-flight ``Engine
Degraded'' messages from the EICAS due to corrosion of the VG system
actuator. This AD requires removing certain EEC FADEC software versions
from service and installing updated EEC FADEC software that is eligible
for installation. The FAA is issuing this AD to address the unsafe
condition on these products.
Request To Include Service Material
Horizon Air requested that the FAA revise paragraph (j) of the
proposed AD to include reference to GE CF34-8E Service Bulletin (SB)
73-0044, dated July 4, 2025 (GE SB 73-0044, dated July 4, 2025), to
provide additional guidance for updating the EEC FADEC software.
[[Page 66634]]
Horizon Air stated that previously published FAA ADs requiring EEC
FADEC software updates included reference to the manufacturer's service
bulletin that contains accomplishment instructions for the replacement
of the FADEC software version with a version eligible for installation.
Horizon Air also noted that GE SB 73-0044, dated July 4, 2025, contains
a statement from GE authorizing the FAA to incorporate the document by
reference in an AD.
The FAA disagrees with the request to add guidance documentation to
paragraph (j) of this AD because the instructions provided in GE SB 73-
0044, dated July 4, 2025, are not required to comply with this AD. The
FAA did not change this AD as a result of this comment.
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,
replacement of the RFA certification with a final regulatory
flexibility analysis, and a change in the Costs of Compliance section
(from 3,040 engines to 3,364 engines and corresponding cost changes),
this AD is adopted as proposed in the NPRM. None of the changes will
increase the economic burden on any operator.
Costs of Compliance
The FAA estimates that this AD affects 3,364 engines installed on
airplanes of U.S. registry. The FAA estimates that 70 of these affected
engines will also require an additional memory upgrade of the EEC FADEC
software from a three memory sector configuration to a seven memory
sector configuration.
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Cost per Cost on U.S.
Action Labor cost \1\ Parts cost product operators
----------------------------------------------------------------------------------------------------------------
Remove and install EEC FADEC software.... 8 work-hours x $85 per hour $660 $1,340 $4,507,760
= $680.
Upgrade EEC FADEC software to seven 8 work-hours x $85 per hour 49,000 49,680 3,477,600
sectors (70 engines). = $680.
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\1\ The FAA estimated operators will incur $85 in costs per labor hour, which is the weighted average fiscal
year (FY) 2026 fully loaded wage of an aircraft mechanic ($69.85) working 60 percent of the labor hours and a
general and operations manager ($108.15) working 40 percent of the labor hours. The FAA estimated these wages
by taking the average of the FY 2024 Bureau of Labor Statistics (BLS) air transportation industry average wage
for aircraft mechanics and general and operations managers (See: Occupational Employment and Wage Statistics
Query System, BLS (May 2024), <a href="http://data.bls.gov/oes/">data.bls.gov/oes/</a>); multiplying each wage by a fringe benefit factor of 1.42
(See: Employer Cost for Employee Compensation--December 2024, BLS (2024), <a href="http://bls.gov/news.release/archives/ecec_03142025.pdf">bls.gov/news.release/archives/ecec_03142025.pdf</a>); and adjusting these 2024 wages to 2026 dollars using an implicit Gross Domestic Product
(GDP) Price Deflator of 2.8 percent (See: Gross Domestic Product: Implicit Price Deflator, FRED (2026)
<a href="http://fred.stlouisfed.org/series/GDPDEF">fred.stlouisfed.org/series/GDPDEF</a>).
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 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, and
(2) Will not affect intrastate aviation in Alaska.
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:
2026-21-11 General Electric Company: Amendment 39-23500; Docket No.
FAA-2025-3998; Project Identifier AD-2025-00432-E.
(a) Effective Date
This airworthiness directive (AD) is effective November 27,
2026.
(b) Affected ADs
None.
(c) Applicability
This AD applies to the General Electric Company (GE) Model
engines identified in paragraphs (c)(1) and (2) of this AD.
(1) CF34-8C1, CF34-8C5, CF34-8C5A1, CF34-8C5A2, and CF34-8C5B1
engines with an electronic engine control (EEC) full authority
digital electronic control (FADEC) part number (P/N) 4120T00P29,
4120T00P30, 4120T00P37, 4120T00P38, 4120T00P45, 4120T00P46,
4120T00P53, 4120T00P54, 4120T00P57, or 4120T00P58 installed.
(2) CF34-8E2, CF34-8E2A1, CF34-8E5, CF34-8E5A1, CF34-8E5A2,
CF34-8E5A2HA, CF34-8E6, and CF34-8E6A1 engines with an EEC FADEC P/N
4120T00P42 (VIN 111E9320G43), P/N 4120T00P44 (VIN 111E9320G45), P/N
4120T00P48 (VIN 111E9320G49), P/N 4120T00P50 (VIN 111E9320G51), or
P/N 4120T00P60 (VIN 111E9320G61) installed.
(d) Subject
Joint Aircraft System Component (JASC) Code 7230, Turbine Engine
Compressor Section.
[[Page 66635]]
(e) Unsafe Condition
This AD was prompted by an ``Engine Degraded'' message received
in-flight from the engine indicating and crew alerting system, due
to corrosion of the variable geometry system actuator. The FAA is
issuing this AD to prevent EEC FADEC software from automatically
locking the engine at idle until it is restarted. The unsafe
condition, if not addressed, could result in failure of one or more
engines, loss of engine thrust control, and consequent reduced
control of the airplane.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Definitions
For the purpose of this AD:
(1) ``Group 1 engines'' are GE Model CF34-8C1, CF34-8C5, CF34-
8C5A1, CF34-8C5A2, and CF34-8C5B1 engines.
(2) ``Group 2 engines'' are GE Model CF34-8E2, CF34-8E2A1, CF34-
8E5, CF34-8E5A1, CF34-8E5A2, CF34-8E5A2HA, CF34-8E6, and CF34-8E6A1
engines.
(3) An ``EEC FADEC software version that is eligible for
installation'' on Group 1 engines is any software version that is
V6.60 or later approved version.
(4) An ``EEC FADEC software version that is eligible for
installation'' on Group 2 engines is any software version that is
V5.70 or later approved version.
(h) Required Actions
(1) For Group 1 engines, within 12 months after the effective
date of this AD, replace any EEC FADEC software version that is
V6.50 or earlier with an EEC FADEC software version that is eligible
for installation.
(2) For Group 2 engines, within 12 months after the effective
date of this AD, replace any EEC FADEC software version that is
V5.60 or earlier with an EEC FADEC software version that is eligible
for installation.
(i) Alternative Methods of Compliance (AMOCs)
(1) The Manager, AIR-520, Continued Operational Safety 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 AIR-520, Continued
Operational Safety Branch, send it to the attention of the person
identified in paragraph (j) of this AD and email to: <a href="/cdn-cgi/l/email-protection#cf8e82808c8fa9aeaee1a8a0b9"><span class="__cf_email__" data-cfemail="db9a9694989bbdbabaf5bcb4ad">[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.
(j) Additional Information
For more information about this AD, contact Daiyun Fang,
Aviation Safety Engineer, FAA, 2200 South 216th Street, Des Moines,
WA 98198; phone: (206) 910-0063; email: <a href="/cdn-cgi/l/email-protection#aacecbc3d3dfc484cccbc4cdeacccbcb84cdc5dc"><span class="__cf_email__" data-cfemail="f490959d8d819ada92959a93b4929595da939b82">[email protected]</span></a>.
(k) Material Incorporated by Reference
None.
Issued on October 19, 2026.
Brian Knaup,
Acting Deputy Director, Integrated Certificate Management Division,
Aircraft Certification Service.
[FR Doc. 2026-21590 Filed 10-21-26; 8:45 am]
BILLING CODE 4910-13-P
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