8402 Federal Register / Vol. 87, No. 31 / Tuesday, February 15, 2022 / Rules and Regulations 

for the interested parties to comment, 

which ended on November 8, 2021. Two 

comments were received in support of 

the termination. 

Based on the foregoing, and pursuant 

to § 608c(16)(A) of the Act and § 946.63 

of the Order, it is hereby found that the 

Federal marketing Order 946 regulating 

the handling of Irish potatoes grown in 

Washington does not tend to effectuate 

the declared policy of the Act and is 

therefore terminated. 

Following termination, trustees will 

be appointed to conclude and liquidate 

the Committee affairs and will continue 

in that capacity until discharged by 

USDA. Section 608c(16)(A) of the Act 

requires USDA to notify Congress 60 

days in advance of termination of a 

Federal marketing order. USDA notified 

Congress on December 2, 2021. 

List of Subjects in 7 CFR Part 946 

Marketing agreements, Potatoes, 

Reporting and recordkeeping 

requirements. 

PART 946—[REMOVED] 

■ For the reasons set forth in the 

preamble, and under the authority of 7 

U.S.C. 601–674, 7 CFR part 946 is 

removed. 

Erin Morris, 

Associate Administrator, Agricultural 

Marketing Service. 

[FR Doc. 2022–03177 Filed 2–14–22; 8:45 am] 

BILLING CODE 3410–02–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2021–0259; Project 

Identifier AD–2020–01128–E; Amendment 

39–21900; AD 2022–02–03] 

RIN 2120–AA64 

Airworthiness Directives; CFM 

International, S.A. Turbofan Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is superseding 

Airworthiness Directive (AD) 2013–26– 

01 for all CFM International, S.A. (CFM) 

CFM56–3 and CFM56–7B model 

turbofan engines with a certain 

accessory gearbox assembly (AGB) not 

equipped with a dynamic oil seal 

assembly in the handcranking pad. AD 

2013–26–01 required an independent 

inspection to verify re-installation of the 

handcranking pad cover after removal of 

the pad cover for maintenance. This AD 

was prompted by a dual engine loss of 

oil event and 42 prior events of total 

loss of engine oil during flight. This AD 

requires independent inspection to 

verify re-installation of the AGB 

handcranking pad cover after 

maintenance. This AD also requires the 

replacement of the affected AGB as a 

terminating action to the inspection 

requirement. The FAA is issuing this 

AD to address the unsafe condition on 

these products. 

DATES: This AD is effective March 22, 

2022. 

ADDRESSES: For service information 

identified in this final rule, contact CFM 

International, S.A., Aviation Operations 

Center, 1 Neumann Way, M/D Room 

285, Cincinnati, OH 45125; phone: (877) 

432–3272; email: fleetsupport@ge.com. 

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 https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2021–0259. 

Examining the AD Docket 

You may examine the AD docket at 

https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2021–0259; 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: 

Kevin Clark, Aviation Safety Engineer, 

ECO Branch, FAA, 1200 District 

Avenue, Burlington, MA 01803; phone: 

(781) 238–7088; fax: (781) 238–7199; 

email: kevin.m.clark@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to supersede AD 2013–26–01, 

Amendment 39–17710 (78 FR 79295, 

December 30, 2013), (AD 2013–26–01). 

AD 2013–26–01 applied to all CFM 

CFM56–3 and CFM56–7B series 

turbofan engines with certain AGBs not 

equipped with a dynamic oil seal in the 

handcranking pad assembly. The NPRM 

published in the Federal Register on 

May 3, 2021 (86 FR 23301). The NPRM 

was prompted by a dual engine loss of 

oil event and 42 prior events of total 

loss of engine oil during flight. In the 

NPRM, the FAA proposed to retain 

certain requirements of AD 2013–26–01. 

The NPRM proposed to require the 

performance of an independent 

inspection to verify re-installation of the 

AGB handcranking pad cover after 

maintenance. Alternatively, the NPRM 

proposed to require the insertion of an 

independent inspection as a required 

inspection item in the approved 

continuous airworthiness maintenance 

program for the aircraft not later than 

the next time the AGB handcranking 

pad cover is removed for maintenance. 

The NPRM also proposed to remove 

the optional terminating action in AD 

2013–26–01 and add a mandatory 

terminating action for certain model 

turbofan engines, requiring the removal 

and replacement of an affected AGB 

with an AGB that incorporates the 

dynamic oil seal in the handcranking 

pad cover assembly. For all CFM56–3 

and the majority of CFM56–7B turbofan 

engine models, the NPRM proposed to 

require replacement of the AGB as a 

mandatory terminating action to the 

inspection requirement. The NPRM 

does not require this terminating action 

for CFM56–7B27A, CFM56–7B27A/3 

and CFM56–7B27AE model turbofan 

engines because these model engines, 

which are installed only in military 

airplanes, do not have a replacement 

AGB 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 

seven commenters. The commenters 

were Alaska Airlines, Inc. (Alaska), 

American Airlines (American), Air Line 

Pilot Association, International (ALPA), 

CFM, Delta Air Lines, Inc. (Delta), Jet 

Engine Technology Corporation (Jet 

Engine Technology), and United 

Airlines (United). The following 

presents the comments received on the 

NPRM and the FAA’s response to each 

comment. 

Request To Revise Service Bulletin (SB) 

References To Allow On-Wing 

Procedure 

Alaska requested that the FAA revise 

the definition in paragraph (i)(3)(ii) of 

this AD to include an affected AGB that 

has been reworked and reidentified to a 

part number (P/N) eligible for 

installation, as applicable to the 

removed P/N, in accordance with an 

FAA approved CFM International SB. 


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Alaska also commented that CFM 

expects to release CFM56–7B S/B 72– 

1023 in September 2021 and this SB 

would allow for introduction of AGB 

part number 340–046–528–0. Alaska 

also noted that CFM plans to release 

Revision 9 of CFM International 

CFM56–7B S/B 72–0564 to allow onwing installation of the dynamic oil seal 

in the handcranking pad cover 

assembly. 

American also requested that the FAA 

revise the definition in paragraph 

(i)(3)(ii) of this AD to include 

procedures from future FAA approved 

revisions of CFM SBs. American noted 

that CFM plans to release Revision 9 of 

CFM International CFM56–7B S/B 72– 

0564 to allow on-wing installation of the 

dynamic oil seal in the handcranking 

pad cover assembly. American also 

requested that the FAA incorporate the 

maintenance procedures from Revision 

9 of CFM International SB CFM56–7B S/ 

B 72–0564 and CFM International SB 

CFM56–7B S/B 72–1071 into the 

proposed AD. American noted the 

advantage that Revision 9 of CFM 

International SB CFM56–7B S/B 72– 

0564 would allow the AGBs to be 

modified on-wing. 

Delta requested that the FAA urge 

CFM to make an on-wing procedure 

available to operators. Delta further 

requested that the FAA modify the 

definition of an affected AGB that has 

been re-worked and re-identified to a 

part number eligible for installation in 

paragraph (i)(3)(ii) of the NPRM by 

removing the specific revision numbers 

and effective dates from the SBs in this 

paragraph. Delta commented that 

Revision 7 is the current revision for 

CFM International SB CFM56–7B S/B 

72–0879, however, AD 2013–26–01 does 

not list a revision number for an AGB 

that is eligible for installation in the 

terminating action. Further, Delta stated 

that European Union Aviation Safety 

Agency (EASA) AD 2020–0261 allows 

for the modification and reidentification of an affected AGB using 

future revisions of CFM International SB 

CFM56–7B S/B 72–0564. 

In response to the comments from 

Alaska, American, and Delta, the FAA 

changed the definition of a part eligible 

for installation in paragraph (i)(3)(ii) of 

this AD to ‘‘An affected AGB that, using 

an FAA-approved procedure, has been 

re-worked with a dynamic oil seal in the 

starter drive pad and re-identified with 

a new part number not listed in 

paragraph (i)(3)(i) of this AD.’’ This 

change allows operators to use 

procedures in service bulletins that 

contain an FAA-approved method for 

installing the dynamic oil seal in the 

handcranking pad cover assembly. 

Request To Update the Definition of an 

Engine Shop Visit 

American requested that the FAA 

update the definition of an engine shop 

visit by adding the following additional 

exceptions to the definition in 

paragraph (i)(1) of this AD: 

‘‘(iii) The removal of the fan disk or 

the fan disk and booster spool as an 

assembly. 

(iv) Accomplishment of a top/bottom 

case by removal of the HPC forward and 

aft stator cases.’’ 

The FAA disagrees with revising the 

definition as proposed by American. 

The removal of the fan, which includes 

the fan disk and booster major module, 

is excluded from the definition of an 

engine shop visit in paragraph (i)(1)(ii) 

of this AD. Regarding the addition of an 

exception to the definition of an engine 

shop visit to include accomplishment of 

a top/bottom case by removal of the 

high-pressure compressor (HPC) 

forward and aft stator cases, American 

did not provide rationale for this 

requested change. The FAA finds that 

incorporating this requested exception 

by the commenter would unnecessarily 

delay the accomplishment of the 

required actions of this AD. 

Request To Update the Definition of a 

Part Eligible for Installation 

Delta requested that the FAA remove 

the term ‘‘using’’ from the following 

sentence in paragraph (i)(3)(ii): ‘‘An 

affected AGB that has been reworked 

and reidentified to a part number 

eligible for installation using, as 

applicable, CFM SB 72–0879, Revision 

6, dated March 1, 2018, or SB 72–0564 

Revision 8, dated May 6, 2020.’’ Delta 

reasoned that the cited service 

information does not specify which 

steps or paragraphs are required for 

compliance. 

The FAA has changed the definition 

in paragraph (i)(3)(ii) of this AD to allow 

the use of FAA-approved methods for 

installing the dynamic oil seal in the 

handcranking pad cover assembly rather 

than mandating specific procedures. 

Request To Incorporate FAA Advisory 

Circular (AC) Into CFM SBs 

American requested that CFM 

incorporate FAA AC 20–176A into its 

SBs to distinguish which steps in an SB 

will have a direct effect on detecting, 

preventing, resolving, or eliminating the 

unsafe condition identified in an AD. 

American commented further that the 

application of AC 20–176A to previous 

CFM SBs was successful in reducing 

global requests for alternative methods 

of compliance (AMOCs) and 

streamlining the accomplishment of key 

tasks while meeting strict regulatory 

compliance. 

Delta requested that the FAA urge 

CFM to incorporate FAA AC 20–176A 

into its SBs. Delta commented that 

paragraph (i)(3)(ii) defines an affected 

AGB that has been reworked and 

reidentified to a part number eligible for 

installation using, as applicable, CFM 

International SB CFM56–7B S/B 72– 

0879, Revision 6, dated March 1, 2018, 

or CFM International SB CFM56–7B S/ 

B 72–0564, Revision 8, dated May 6, 

2020. This definition does not specify 

which steps or paragraphs are required 

for compliance. Delta requested the 

FAA urge CFM to revise these SBs to 

incorporate AC 20–176A to distinguish 

which steps in an SB will have a direct 

effect on detecting, preventing, 

resolving, or eliminating the unsafe 

condition identified in an AD. 

In response to these comments from 

Delta and American, the FAA has 

changed the definition of an AGB 

eligible for installation in paragraph 

(i)(3)(ii) of this AD to allow the use of 

FAA-approved methods for installing 

the dynamic oil seal in the 

handcranking pad cover assembly rather 

than mandating specific procedures. 

Since the SBs noted by the commenters 

are not required for compliance within 

this AD, the FAA does not find it 

necessary to recommend that the 

manufacturer incorporate sections from 

the guidance contained in AC 20–176A 

in the referenced SBs. 

Request To Revise SB References 

CFM requested that the FAA revise 

the specified service information in 

paragraph (i)(3)(ii) of the NPRM by 

referencing Revision 7 of CFM 

International SB CFM56–7B S/B 72– 

0879, dated February 10, 2021. CFM 

also requested that the FAA change the 

date of CFM International SB CFM56– 

7B S/B 72–1129 from May 5, 2020 to 

May 6, 2020. 

In response to this comment, the FAA 

has revised paragraph (i)(3)(ii) by 

adding a Note, which refers to Revision 

7 of CFM International SB CFM 56–7B 

S/B 72–0879, dated February 10, 2021. 

The FAA is not requiring use of CFM 

International SB CFM 56–7B S/B 72– 

0879 to rework the dynamic oil seal in 

the handcranking pad cover assembly. 

The addition of Note 2 to paragraph 

(i)(3)(ii) of this AD includes reference to 

procedures to install a dynamic oil seal 

in the handcranking pad cover 

assembly, which can be found in CFM 

International SB CFM56–3 S/B 72–1129, 

Revision 7, dated May 6, 2020. The FAA 

also updated the publication date of 

CFM International CFM56–7B S/B 72– 

1129 to May 6, 2020. 


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Request To Revise Reference to Engine 

Models 

CFM requested that the FAA update 

the AD to replace references to 

‘‘CFM56–3B’’ model turbofan engines 

with ‘‘CFM56–3’’ when referring to all 

CFM56–3, CFM56–3B and CFM56–3C 

model turbofan engines. 

The FAA notes the reference to 

‘‘CFM56–3B’’ that existed in the 

preamble of the NPRM has been 

updated to ‘‘CFM56–3’’ in the preamble 

of this final rule. 

Request To Clarify the Mandatory 

Terminating Action 

CFM and United requested that the 

FAA clarify if paragraph (h), Mandatory 

Terminating Action, requires removal 

and replacement of the AGB or if the 

AGB can be re-worked and re-identified. 

The commenters indicated that there is 

an on-wing re-work procedure that is 

being developed to install the dynamic 

oil seal in the handcranking pad cover 

assembly, and using only the term 

‘‘replace’’ may prevent the use of this rework for compliance. United also 

requested that the FAA clarify whether 

compliance with the mandatory 

terminating action can be achieved only 

by removing and replacing the AGB, or 

if re-working and re-identifying the 

AGB, per the instructions in CFM 

International CFM56–7B S/B 72–0564 

and CFM International SB CFM56–7B S/ 

B 72–0879 for the CFM56–7B engine 

fleet is acceptable. 

The FAA agrees that re-working and 

re-identifying the AGB on-wing to 

install a dynamic oil seal in the 

handcranking pad cover assembly 

resolves the unsafe condition. The FAA 

has revised paragraph (i)(2)(ii) in this 

final rule to allow re-work and reidentification of the affected AGB to a 

part eligible for installation. 

Request To Modify Compliance Time 

for Mandatory Terminating Action 

Delta requested that the FAA modify 

the compliance time for AGB 

replacement in Mandatory Terminating 

Action, paragraph (h)(2), of the 

proposed AD for affected CFM56–7B 

model turbofan engines to be consistent 

with the requirement for CFM56–3 

model turbofan engines. Delta noted 

that both engine models are subject to 

the same unsafe condition. 

The FAA disagrees with modifying 

the mandatory terminating action 

compliance time in paragraph (h)(2) for 

CFM56–7B model turbofan engines to 

be consistent with the mandatory 

terminating action compliance time for 

CFM56–3 model turbofan engines. The 

fleets using these engine models have 

differences in utilization and logistics 

that require different compliance end 

dates to address the unsafe condition. 

Request for Alternative Procedure for 

Compliance 

Jet Engine Technology commented 

that it has attempted to purchase the 

dynamic oil seal, part number 333–089– 

185–000, listed in CFM International SB 

CFM56–7B S/B 72–1129, Revision 7, but 

was informed it was out of stock as of 

May 26, 2021. According to Jet Engine 

Technology, there was a 360-day lead 

time to obtain this part. Jet Engine 

Technology indicated that due to the 

unavailability of the parts and because 

the AD is mandating the terminating 

action at next shop visit after the 

effective date of the AD, it will not be 

possible for an FAA-certified repair 

station to return the engine back to 

service. Jet Engine Technology 

requested information pertaining to 

other types of procedures that can be 

done to return the engine to service after 

a shop visit. 

CFM has confirmed to the FAA that 

parts will be available to suppliers, 

operators, and repair stations to install 

an AGB with the dynamic oil seal in the 

handcranking cover pad assembly. 

Request To Delay Publication of This 

AD 

United and CFM requested that the 

FAA delay publication of this AD. 

United requested that the FAA wait 

until after CFM has made on-wing 

instructions available for accomplishing 

the AGB re-work and re-identification 

because CFM International CFM56–7B 

SB 72–0564, Revision 8, dated May 6, 

2020, and CFM International CFM56–7B 

S/B 72–0879, Revision 6, dated March 1, 

2018 do not contain instructions for onwing accomplishment. CFM requested 

that the FAA delay publication until 

Revision 9 of CFM International 

CFM56–7B S/B 72–0564 and the initial 

version of CFM International CFM56–7B 

S/B 72–1071 are published as these SBs 

will provide instructions for the onwing modification to install the 

dynamic oil seal in the handcranking 

pad cover assembly. 

The FAA disagrees with delaying 

publication of this AD based on the 

anticipated issuance of CFM service 

information. Publication of this AD at 

this time is necessary to address the 

unsafe condition. However, the FAA has 

updated this AD, in response to similar 

comments, to allow for any FAA 

approved method, including an on-wing 

procedure, to install an AGB with a 

dynamic oil seal in the handcranking 

pad cover assembly. 

Request for Clarification on Compliant 

AGB Part Numbers 

United requested that the FAA clarify 

whether CFM engines that have 

compliant AGB part numbers installed 

(whether by removal and replacement or 

by re-working and re-identifying the 

AGB) are required to have the 

independent inspection of the AGB 

handcranking pad cover performed to 

verify re-installation after maintenance. 

As set forth in paragraph (h), 

Mandatory Terminating Action, the 

requirements of paragraph (g) of this AD 

are terminated after the accomplishment 

of the mandatory terminating action. 

Further, paragraph (f) of this AD 

mandates compliance with the required 

actions, unless already done. 

Support for the NPRM 

ALPA supported the NPRM without 

change. 

Conclusion 

The FAA reviewed the relevant data, 

considered any comments received, and 

determined that air safety requires 

adopting the 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 

The FAA reviewed CFM International 

Service Bulletin (SB) CFM56–7B S/B 

72–0879, Revision 7, dated February 10, 

2021 (CFM SB 72–0879); CFM 

International SB CFM56–3 S/B 72–1129, 

Revision 7, dated May 6, 2020 (CFM SB 

72–1129); CFM International SB 

CFM56–7B S/B 72–0564 Revision 9, 

dated December 3, 2021 (CFM SB 72– 

0564); and CFM56–7B S/B 72–1071, 

initial issue, dated December 3, 2021 

(CFM SB 72–1071). CFM SB 72–1129 

describes procedures for the 

introduction of a new starter drive pad, 

new handcranking cover assembly, and 

re-working and re-identifying an AGB 

installed on CFM56–3 model turbofan 

engines. CFM SB 72–0879, CFM SB 72– 

0564 and CFM SB 72–1071 describe 

procedures for the introduction of a new 

starter drive pad, new handcranking 

cover, and re-working and re-identifying 

an AGB installed on CFM56–7B model 

turbofan 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. 


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Costs of Compliance 

The FAA estimates that this AD 

affects 700 engines installed on 

airplanes of U.S. registry. The FAA 

estimates that the majority of operators 

will perform the repair and reidentification of the AGB rather than 

replace the AGB with a zero hour part. 

For the purpose of this cost estimate, the 

FAA estimates that 95% of AGBs will be 

repaired and re-identified while 5% of 

AGBs will be replaced with a zero hour 

AGB. 

The FAA estimates the following 

costs to comply with this AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per 

product 

Cost on U.S. 

operators 

Independent Inspection ................................... 1 work-hour × $85 per hour = $85 ................. $0 $85 $59,500 

Insert inspection item into aircraft maintenance program.1 work-hour × $85 per hour = $85 ................. 0 85 59,500 

Re-work and re-identify AGB .......................... 4 work-hours × $85 per hour = $340 ............. 12,000 12,340 8,206,100 

Replace AGB with zero hour AGB ................. 4 work-hours × $85 per hour = $340 ............. 526,700 527,040 18,446,400 

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 

The FAA has determined that 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, 

(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 

■ 1. The authority citation for part 39 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701. 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by: 

■ a. Removing airworthiness directive 

2013–26–01, Amendment 39–17710 (78 

FR 79295, December 30, 2013); and 

■ b. Adding the following new 

airworthiness directive: 

2022–02–03 CFM International, S.A.: 

Amendment 39–21900; Docket No. 

FAA–2021–0259; Project Identifier AD– 

2020–01128–E. 

(a) Effective Date 

This airworthiness directive (AD) is 

effective March 22, 2022. 

(b) Affected ADs 

This AD replaces AD 2013–26–01, 

Amendment 39–17710 (78 FR 79295, 

December 30, 2013). 

(c) Applicability 

This AD applies to CFM International, S.A. 

CFM56–3 and CFM56–7B model turbofan 

engines equipped with an accessory gearbox 

(AGB) assembly with the following part 

numbers (P/Ns): 

(1) For CFM56–3, CFM56–3B, and CFM56– 

3C model turbofan engines, AGB P/N: 335– 

300–103–0, 335–300–105–0, 335–300–106–0, 

335–300–107–0, 335–300–108–0, 335–300– 

109–0, or 335–300–110–0, installed. 

(2) For CFM56–7B20, CFM56–7B20/2, 

CFM56–7B20/3, CFM56–7B22, CFM56– 

7B22/2, CFM56–7B22/3, CFM56–7B22/3B1, 

CFM56–7B22/B1, CFM56–7B24, CFM56– 

7B24/2, CFM56–7B24/3, CFM56–7B24/3B1, 

CFM56–7B24/B1, CFM56–7B26, CFM56– 

7B26/2, CFM56–7B26/3, CFM56–7B26/3B1, 

CFM56–7B26/3B2, CFM56–7B26/3B2F, 

CFM56–7B26/3F, CFM56–7B26/B1, CFM56– 

7B26/B2, CFM56–7B27, CFM56–7B27/2, 

CFM56–7B27/3, CFM56–7B27/3B1, CFM56– 

7B27/3B1F, CFM56–7B27/3B3, CFM56– 

7B27/3F, CFM56–7B27/B1, and CFM56– 

7B27/B3 model turbofan engines, AGB P/N: 

340–046–503–0, 340–046–504–0, or 340– 

046–505–0, installed. 

(3) For CFM56–7B27A, CFM56–7B27A/3, 

or CFM56–7B27AE model turbofan engines, 

AGB P/N: 340–188–601–0, 340–188–603–0, 

or 340–188–605–0, installed. 

(d) Subject 

Joint Aircraft System Component (JASC) 

Code 7260, Turbine Engine Accessory Drive. 

(e) Unsafe Condition 

This AD was prompted by a dual engine 

loss of oil event and 42 prior events of total 

loss of engine oil during flight. The FAA is 

issuing this AD to prevent loss of engine oil 

while in flight. The unsafe condition, if not 

addressed, could result in engine failure, loss 

of thrust control, reduced control of the 

aircraft, and damage to the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Required Actions 

(1) After the effective date of this AD, after 

any maintenance that involves removal and 

re-installation of the AGB handcranking pad 

cover, perform an independent inspection to 

verify re-installation of the AGB 

handcranking pad cover; or 

(2) Prior to the next removal of the AGB 

handcranking pad cover from the engine, 

insert the independent inspection required 

by paragraph (g)(1) of this AD as a required 

inspection item in the existing approved 

continuous airworthiness maintenance 

program for the aircraft. 

(h) Mandatory Terminating Action 

As a mandatory terminating action to the 

requirements of paragraph (g) of this AD: 

(1) For affected CFM56–3, CFM56–3B, and 

CFM56–3C model turbofan engines, at the 

next engine shop visit, or before December 

31, 2026, whichever occurs first after the 

effective date of this AD, replace the affected 

AGB with a part eligible for installation. 

(2) For affected CFM56–7B model turbofan 

engines, except for CFM56–7B27A, CFM56– 


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8406 Federal Register / Vol. 87, No. 31 / Tuesday, February 15, 2022 / Rules and Regulations 

7B27A/3 and CFM56–7B27AE model 

turbofan engines, at the next engine shop 

visit, or before December 31, 2024, whichever 

occurs first after the effective date of this AD, 

replace the affected AGB with a part eligible 

for installation. 

(i) Definition 

(1) 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 

case flanges, except for the following 

situations, which do not constitute an engine 

shop visit: 

(i) Separation of engine flanges solely for 

the purposes of transportation of the engine 

without subsequent maintenance; or 

(ii) Separation of engine flanges solely for 

the purpose of replacing the fan or propulsor 

without subsequent maintenance. 

(2) For the purpose of this AD, for affected 

CFM56–3, CFM56–3B, and CFM56–3C model 

turbofan engines, a part eligible for 

installation is: 

(i) An AGB with a P/N other than 340– 

046–503–0, 340–046–504–0, or 340–046– 

505–0; or 

(ii) An AGB that, using an FAA-approved 

procedure, has been re-worked with a 

dynamic oil seal in the handcranking pad 

cover assembly and re-identified with a new 

P/N not listed in paragraph (i)(2)(i) of this 

AD. 

Note 1 to paragraph (i)(2)(ii): Procedures to 

install a dynamic oil seal in the 

handcranking pad cover assembly can be 

found in CFM International SB CFM56–3 S/ 

B 72–1129, Revision 7, dated May 6, 2020. 

(3) For the purpose of this AD, for affected 

CFM56–7B model turbofan engines, except 

for CFM56–7B27A, CFM56–7B27A/3 and 

CFM56–7B27AE model turbofan engines, a 

part eligible for installation is: 

(i) An AGB with a P/N other than 340– 

046–503–0, 340–046–504–0, or 340–046– 

505–0; or 

(ii) An affected AGB that, using an FAAapproved procedure, has been re-worked 

with a dynamic oil seal in the handcranking 

pad cover assembly and re-identified with a 

new P/N not listed in paragraph (i)(3)(i) of 

this AD. 

Note 2 to paragraph (i)(3)(ii): Procedures to 

install a dynamic oil seal in the 

handcranking pad cover assembly can be 

found in CFM International SB CFM56–7B S/ 

B 72–0879, Revision 7, dated February 10, 

2021, CFM56–7B S/B 72–0564, Revision 9, 

dated December 3, 2021, or CFM56–7B S/B 

72–1071, initial issue, dated December 3, 

2021. 

(j) 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 (k) of this AD. You 

may email your request to: ANE-AD-AMOC@

faa.gov. 

(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. 

(k) Related Information 

For more information about this AD, 

contact Kevin Clark, Aviation Safety 

Engineer, ECO Branch, FAA, 1200 District 

Avenue, Burlington, MA 01803; phone: (781) 

238–7088; fax: (781) 238–7199; email: 

kevin.m.clark@faa.gov. 

(l) Material Incorporated by Reference 

None. 

Issued on January 6, 2022. 

Lance T. Gant, 

Director, Compliance & Airworthiness 

Division, Aircraft Certification Service. 

[FR Doc. 2022–03039 Filed 2–14–22; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2021–1018; Project 

Identifier MCAI–2021–00902–R; Amendment 

39–21934; AD 2022–03–17] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for all 

Airbus Helicopters Model AS332L2 and 

EC225LP helicopters. This AD was 

prompted by a report of loss of 

tightening torque on the nut that 

attaches the tail gear box (TGB) bevel 

wheel. This AD requires repetitive 

inspections (measurements) of the 

angular clearances of the TGB, and, 

depending on the findings, replacement 

of the TGB with a serviceable TGB, as 

specified in a European Union Aviation 

Safety Agency (EASA) AD, which is 

incorporated by reference. This AD also 

provides terminating action for certain 

repetitive inspections. The FAA is 

issuing this AD to address the unsafe 

condition on these products. 

DATES: This AD is effective March 22, 

2022. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of March 22, 2022. 

ADDRESSES: For EASA material 

incorporated by reference (IBR) in this 

final rule, contact EASA, KonradAdenauer-Ufer 3, 50668 Cologne, 

Germany; telephone +49 221 8999 000; 

email ADs@easa.europa.eu; internet 

www.easa.europa.eu. You may find the 

EASA material on the EASA website at 

https://ad.easa.europa.eu. You may 

view this material at the FAA, Office of 

the Regional Counsel, Southwest 

Region, 10101 Hillwood Pkwy., Room 

6N–321, Fort Worth, TX 76177. For 

information on the availability of this 

material at the FAA, call (817) 222– 

5110. It is also available in the AD 

docket at https://www.regulations.gov 

by searching for and locating Docket No. 

FAA–2021–1018. 

Examining the AD Docket 

You may examine the AD docket at 

https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2021–1018; 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, the EASA AD, 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: 

Andrea Jimenez, Aerospace Engineer, 

COS Program Management Section, 

Operational Safety Branch, Compliance 

& Airworthiness Division, FAA, 1600 

Stewart Ave., Suite 410, Westbury, NY 

11590; telephone (516) 228–7330; email 

andrea.jimenez@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

EASA, which is the Technical Agent 

for the Member States of the European 

Union, has issued EASA AD 2021– 

0184R1, dated October 8, 2021 (EASA 

AD 2021–0184R1), to correct an unsafe 

condition for Airbus Helicopters, 

formerly Eurocopter, Eurocopter France, 

Aerospatiale, Model AS 332 L2 and EC 

225 LP helicopters, all serial numbers. 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to all Airbus Helicopters Model 

AS332L2 and EC225LP helicopters. The 

NPRM published in the Federal 

Register on December 1, 2021 (86 FR 

68166). The NPRM was prompted by a 

report of loss of tightening torque on the 

nut that attaches the TGB bevel wheel. 

Additionally, the subsequent 

investigation highlighted that loss of the 

tightening torque might lead to 

degradation of the splines between the 

tail rotor shaft and the TGB bevel wheel. 

The investigation is still on-going to 


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