Federal Register / Vol. 89, No. 246 / Monday, December 23, 2024 / Proposed Rules 104459 

(j) General Test Instructions 

(1) The appropriate ATD to assess 

occupant injury (FAA Hybrid III or ES– 

2re) will be determined based on the 

occupant kinematics at the selected test 

angle. At the +10 degree yaw angle, the 

occupant kinematics show that 

occupant injury tests using both ATDs 

may be required. 

(2) Conduct vertical tests with the 

Hybrid II ATD or equivalent, with 

existing pass/fail criteria. 

(3) Conduct longitudinal structural 

tests with the Hybrid II ATD or 

equivalent, deformed floor, with 10 

degrees yaw, and with all lateral 

structural supports (e.g., armrests or 

walls) required to support the occupant. 

(4) Conduct longitudinal occupant 

injury tests, as necessary, with the 

Hybrid III ATD or ES–2re ATD, or both, 

undeformed floor, yaw, and with all 

lateral structural supports (e.g., armrests 

or walls) critically represented which 

are within the contact range of the 

occupant. 

(i) Pass/fail injury assessments: 

(A) Perform HIC, fore/aft neck injury, 

spinal tension, and femur evaluations 

using an FAA Hybrid III ATD. 

(B) Perform lateral neck injury, 

thoracic, abdominal, pelvis, and femur 

evaluations using an ES–2re ATD. 

(ii) [Reserved] 

(5) For injury assessments 

accomplished by testing with the ES– 

2re ATD for the longitudinal test(s) 

conducted in accordance with 

§ 25.562(b)(2) and these special 

conditions, the ATDs must be 

positioned, clothed, and have lateral 

instrumentation configured as follows: 

(i) ES–2re ATD Lateral 

Instrumentation: 

The rib-module linear slides are 

directional (i.e., deflection occurs in 

either a positive or negative ATD y-axis 

direction). Install the modules such that 

the moving end of the rib module is 

toward the front of the airplane. Install 

the three abdominal-force sensors so 

that they are on the side of the ATD and 

toward the front of the airplane. 

(ii) ATD Clothing: 

Clothe each ATD in form-fitting 

cotton stretch garments with short to 

full-length sleeves, mid-calf to fulllength pants, and size 11E (45) shoes 

weighing about 2.5 lbs (1.1 kg) and 

having a heel height of about 1.5 inches 

(3.8 cm). The color of the clothing 

should be in contrast to the color of the 

restraint system and the background. 

The color of the clothing should be 

chosen to avoid overexposing the highspeed images taken during the test. The 

ES–2re jacket is sufficient for torso 

clothing, although a form-fitting shirt 

may be used if desired. 

(iii) ATD Positioning: 

(A) Lower the ATD vertically into the 

seat while simultaneously: 

(1) Aligning the midsagittal plane (a 

vertical plane through the midline of the 

body; dividing the body into right and 

left halves) with approximately the 

middle of the seat place. 

(2) Keeping the upper legs horizontal 

by supporting them just behind the 

knees. 

(3) Applying a horizontal x-axis 

direction (in the ES–2re ATD coordinate 

system) force of about 20 lbs (89 N) to 

the bottom rib of the ES–2re to compress 

the seat back cushion. 

(B) After all lifting devices have been 

removed from the ATD: 

(1) Rock it slightly to settle it in the 

seat. 

(2) Bend the knees of the ATD. 

(3) Separate the knees by about 4 

inches (100 mm). 

(4) Set the ATD’s head at 

approximately the midpoint of the 

available range of z-axis rotation (to 

align the head and torso midsagittal 

planes). 

(5) Position the ATD’s arms at the 

joint’s mechanical detent to position 

them to an approximately 20 to 40- 

degree angle with respect to the torso. 

(6) Position the feet such that the 

centerlines of the lower legs are 

approximately parallel. 

Issued in Kansas City, Missouri, on 

December 10, 2024. 

Patrick R. Mullen, 

Manager, Technical Policy Branch, Policy and 

Standards Division, Aircraft Certification 

Service. 

[FR Doc. 2024–29465 Filed 12–20–24; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2024–2667; Project 

Identifier MCAI–2024–00473–T] 

RIN 2120–AA64 

Airworthiness Directives; Deutsche 

Aircraft GmbH (Type Certificate 

Previously Held by 328 Support 

Services GmbH; AvCraft Aerospace 

GmbH; Fairchild Dornier GmbH; 

Dornier Luftfahrt GmbH) Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: The FAA proposes to 

supersede Airworthiness Directive (AD) 

2024–03–07, which applies to all 

Deutsche Aircraft GmbH Model 328–100 

and 328–300 airplanes. AD 2024–03–07 

requires a one-time detailed inspection 

of each affected part, and applicable 

corrective actions. Since the FAA issued 

AD 2024–03–07, the FAA determined 

that repetitive inspections are necessary. 

This proposed AD continues to require 

the actions in AD 2024–03–07 and 

would require repetitive inspections of 

the affected part as specified in a 

European Union Aviation Safety Agency 

(EASA) AD which is proposed for 

incorporation by reference (IBR). The 

FAA is proposing this AD to address the 

unsafe condition on these products. 

DATES: The FAA must receive comments 

on this proposed AD by February 6, 

2025. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, by any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

regulations.gov. Follow the instructions 

for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE, 

Washington, DC 20590. 

• Hand Delivery: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

AD Docket: You may examine the AD 

docket at regulations.gov under Docket 

No. FAA–2024–2667; 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 NPRM, the mandatory 

continuing airworthiness information 

(MCAI), any comments received, and 

other information. The street address for 

Docket Operations is listed above. 

Material Incorporated by Reference: 

• For EASA material identified in this 

proposed AD, contact EASA, KonradAdenauer-Ufer 3, 50668 Cologne, 

Germany; telephone +49 221 8999 000; 

email ADs@easa.europa.eu; website 

easa.europa.eu. You may find this 

material on the EASA website at 

ad.easa.europa.eu. It is also available at 

regulations.gov under Docket No. FAA– 

2024–2667. 

• You may view this material at the 

FAA, Airworthiness Products Section, 

Operational Safety Branch, 2200 South 

216th St., Des Moines, WA. For 

information on the availability of this 

material at the FAA, call 206–231–3195. 

FOR FURTHER INFORMATION CONTACT: Joe 

Salameh, Aviation Safety Engineer, 

FAA, 1600 Stewart Avenue, Suite 410, 


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Westbury, NY 11590; telephone 206– 

231–3536; email joe.salameh@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

The FAA invites you to send any 

written relevant data, views, or 

arguments about this proposal. Send 

your comments to an address listed 

under the ADDRESSES section. Include 

‘‘Docket No. FAA–2024–2667; Project 

Identifier MCAI–2024–00473–T’’ at the 

beginning of your comments. The most 

helpful comments reference a specific 

portion of the proposal, explain the 

reason for any recommended change, 

and include supporting data. The FAA 

will consider all comments received by 

the closing date and may amend this 

proposal because of those comments. 

Except for Confidential Business 

Information (CBI) as described in the 

following paragraph, and other 

information as described in 14 CFR 

11.35, the FAA will post all comments 

received, without change, to 

regulations.gov, including any personal 

information you provide. The agency 

will also post a report summarizing each 

substantive verbal contact received 

about this NPRM. 

Confidential Business Information 

CBI is commercial or financial 

information that is both customarily and 

actually treated as private by its owner. 

Under the Freedom of Information Act 

(FOIA) (5 U.S.C. 552), CBI is exempt 

from public disclosure. If your 

comments responsive to this NPRM 

contain commercial or financial 

information that is customarily treated 

as private, that you actually treat as 

private, and that is relevant or 

responsive to this NPRM, it is important 

that you clearly designate the submitted 

comments as CBI. Please mark each 

page of your submission containing CBI 

as ‘‘PROPIN.’’ The FAA will treat such 

marked submissions as confidential 

under the FOIA, and they will not be 

placed in the public docket of this 

NPRM. Submissions containing CBI 

should be sent to Joe Salameh, Aviation 

Safety Engineer, FAA, 1600 Stewart 

Avenue, Suite 410, Westbury, NY 

11590; telephone 206–231–3536; email 

joe.salameh@faa.gov. Any commentary 

that the FAA receives which is not 

specifically designated as CBI will be 

placed in the public docket for this 

rulemaking. 

Background 

The FAA issued AD 2024–03–07, 

Amendment 39–22677 (89 FR 17723, 

March 12, 2024) (AD 2024–03–07), for 

all Deutsche Aircraft GmbH Model 328– 

100 and 328–300 airplanes. AD 2024– 

03–07 was prompted by an MCAI 

originated by EASA, which is the 

Technical Agent for the Member States 

of the European Union. EASA issued 

AD 2023–0137, dated July 12, 2023, to 

correct an unsafe condition. 

FAA AD 2024–03–07 requires a onetime detailed inspection of each affected 

part, and applicable corrective actions. 

The FAA issued AD 2024–03–07 to 

address reports of worn and ruptured 

bonding straps inside the feeder wing 

tanks and in both outer and inner wing 

tanks. 

Actions Since AD 2024–03–07 Was 

Issued 

Since the FAA issued AD 2024–03– 

07, EASA superseded AD 2023–0137 

and issued EASA AD 2024–0154, dated 

August 2, 2024 (EASA AD 2024–0154) 

(also referred to as the MCAI), to correct 

an unsafe condition for all Deutsche 

Aircraft GmbH Model 328–100 and 328– 

300 airplanes. The MCAI states that 

occurrences were reported of finding 

damaged affected parts (i.e., worn and 

ruptured bonding straps). The extent of 

the detected damage of the affected 

parts did not ensure that appropriately 

low electrical impedance is obtained 

and maintained through the affected 

bonding path. This condition, if not 

detected and corrected, could lead to 

loss of bonding function and, in 

combination with a lightning strike, 

create a source of ignition in a fuel tank, 

possibly resulting in a fire or explosion 

and consequent loss of the airplane. To 

address this potentially unsafe 

condition, EASA issued AD 2024–0154 

to require repetitive inspections of the 

affected parts. Additionally, Deutsche 

Aircraft GmbH developed a 

modification that replaces all the 

existing bonding straps with parts of the 

same cross-section and length but with 

nickel-plated surface protection. 

The FAA is proposing this AD to 

address the unsafe condition on these 

products. You may examine the MCAI 

in the AD docket at regulations.gov 

under Docket No. FAA–2024–2667. 

Explanation of Retained Requirements 

Although this proposed AD does not 

explicitly restate the requirements of AD 

2024–03–07, this proposed AD would 

retain all of the requirements of AD 

2024–03–07. Those requirements are 

referenced in EASA AD 2024–0154, 

which, in turn, is referenced in 

paragraph (g) of this proposed AD. 

Material Incorporated by Reference 

Under 1 CFR Part 51 

EASA AD 2024–0154 specifies 

procedures for repetitive detailed 

inspections for damage of the bonding 

straps located inside the feeder wing 

tank (left-hand (LH) and right-hand (RH) 

sides), outer and inner wing tanks (LH 

and RH sides), and replacement or 

repair of damaged affected parts. EASA 

AD 2024–0154 also specifies procedures 

for an optional modification to replace 

all the existing bonding straps with 

parts of the same cross-section and 

length but with nickel-plated surface 

protection. The optional modification 

still includes detailed inspections for 

damage of the bonding straps as 

required by EASA AD 2024–0154, but 

allows for the termination of repetitive 

inspections. This material is reasonably 

available because the interested parties 

have access to it through their normal 

course of business or by the means 

identified in the ADDRESSES section. 

FAA’s Determination 

This product has been approved by 

the aviation authority of another 

country and is approved for operation in 

the United States. Pursuant to the FAA’s 

bilateral agreement with this State of 

Design Authority, it has notified the 

FAA of the unsafe condition described 

in the MCAI referenced above. The FAA 

is issuing this NPRM after determining 

that the unsafe condition described 

previously is likely to exist or develop 

in other products of the same type 

design. 

Proposed AD Requirements in This 

NPRM 

This proposed AD would require 

accomplishing the actions specified in 

EASA AD 2024–0154 described 

previously, except for any differences 

identified as exceptions in the 

regulatory text of this proposed AD and 

except as discussed under ‘‘Differences 

Between This NPRM and the MCAI.’’ 

Explanation of Required Compliance 

Information 

In the FAA’s ongoing efforts to 

improve the efficiency of the AD 

process, the FAA developed a process to 

use some civil aviation authority (CAA) 

ADs as the primary source of 

information for compliance with 

requirements for corresponding FAA 

ADs. The FAA has been coordinating 

this process with manufacturers and 

CAAs. As a result, the FAA proposes to 

incorporate EASA AD 2024–0154 by 

reference in the FAA final rule. This 

proposed AD would, therefore, require 

compliance with EASA AD 2024–0154 

in its entirety through that 

incorporation, except for any differences 

identified as exceptions in the 

regulatory text of this proposed AD. 

Using common terms that are the same 

as the heading of a particular section in 


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EASA AD 2024–0154 does not mean 

that operators need comply only with 

that section. For example, where the AD 

requirement refers to ‘‘all required 

actions and compliance times,’’ 

compliance with this AD requirement is 

not limited to the section titled 

‘‘Required Action(s) and Compliance 

Time(s)’’ in EASA AD 2024–0154. 

Material required by EASA AD 2024– 

0154 for compliance will be available at 

regulations.gov under Docket No. FAA– 

2024–2667 after the FAA final rule is 

published. 

Differences Between This NPRM and 

the MCAI 

Paragraph (4) of EASA AD 2024–0154 

specifies that an optional modification 

of an airplane in accordance with the 

instructions of the modification service 

bulletins cited in EASA AD 2024–0154 

allows for the termination of repetitive 

inspections. However, the optional 

modification service bulletins include 

detailed inspections for damage (i.e., 

any worn or ruptured bonding strap), 

but do not specify corrective actions if 

any damage is found. This proposed AD 

would require doing corrective actions, 

as specified in paragraph (3) of EASA 

AD 2024–0154, if any worn or ruptured 

bonding strap is detected during the 

detailed inspection. The FAA has added 

an exception to EASA AD 2024–0154 in 

paragraph (h)(5) of this proposed AD 

accordingly. 

Costs of Compliance 

The FAA estimates that this AD, if 

adopted as proposed, would affect 23 

airplanes of U.S. registry. The FAA 

estimates the following costs to comply 

with this proposed AD: 

ESTIMATED COSTS FOR REQUIRED ACTIONS

Labor cost Parts cost Cost per 

product 

Cost on U.S. 

operators 

44 work-hours × $85 per hour = $3,740 ..................................................................................... $0 $3,740 $86,020 

ESTIMATED COSTS FOR OPTIONAL ACTIONS

Labor cost Parts cost Cost per 

product 

56 work-hours × $85 per hour = $4,760 ................................................................................................................. $1,500 $6,260 

The FAA estimates the following 

costs to do any necessary on-condition 

action that would be required based on 

the results of any required or optional 

actions. The FAA has no way of 

determining the number of aircraft that 

might need this on-condition action: 

ESTIMATED COSTS OF ON-CONDITION REPLACEMENT

Labor cost Parts cost Cost per 

product 

10 work-hours × $85 per hour = $850 .................................................................................................................... $117 $967 

The FAA has received no definitive 

data on which to base the cost estimates 

for the on-condition repairs specified in 

this proposed AD. 

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 determined that this 

proposed AD would not have federalism 

implications under Executive Order 

13132. This proposed AD would 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 this proposed regulation: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

(2) Would not affect intrastate 

aviation in Alaska, and 

(3) Would 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 Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 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 

(AD) 2024–03–07, Amendment 39– 

22677 (89 FR 17723, March 12, 2024) 

and 

■ b. Adding the following new AD: 


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Deutsche Aircraft GmbH (Type Certificate 

Previously Held by 328 Support Services 

GmbH; AvCraft Aerospace GmbH; 

Fairchild Dornier GmbH; Dornier 

Luftfahrt GmbH): Docket No. FAA– 

2024–2667; Project Identifier MCAI– 

2024–00473–T. 

(a) Comments Due Date 

The FAA must receive comments on this 

airworthiness directive (AD) by February 6, 

2025. 

(b) Affected ADs 

This AD replaces AD 2024–03–07, 

Amendment 39–22677 (89 FR 17723, March 

12, 2024) (AD 2024–03–07). 

(c) Applicability 

This AD applies to all Deutsche Aircraft 

GmbH Model 328–100 and 328–300 

airplanes, certificated in any category. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 28, Fuel. 

(e) Unsafe Condition 

This AD was prompted by operator reports 

of worn and ruptured bonding straps inside 

the feeder wing tanks and in both outer and 

inner wing tanks. The FAA is issuing this AD 

to address damaged bonding straps. The 

unsafe condition, if not addressed, could 

result in the loss of bonding function and, in 

combination with a lightning strike, create a 

source of ignition in a fuel tank, possibly 

resulting in a fire or explosion and 

consequent loss of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Requirements 

Except as specified in paragraph (h) of this 

AD: Comply with all required actions and 

compliance times specified in, and in 

accordance with, European Union Aviation 

Safety Agency (EASA) AD 2024–0154, dated 

August 2, 2024 (EASA AD 2024–0154). 

(h) Exceptions to EASA AD 2024–0154 

(1) Where EASA AD 2024–0154 refers to 

July 26, 2023 (the effective date of EASA AD 

2023–0137), this AD requires using April 16, 

2024 (the effective date of AD 2024–03–07). 

(2) Where EASA AD 2024–0154 refers to its 

effective date, this AD requires using the 

effective date of this AD. 

(3) This AD does not adopt the ‘‘Remarks’’ 

section of EASA AD 2024–0154. 

(4) Where paragraph (3) of EASA AD 2024– 

0154 specifies if ‘‘any damage is detected as 

defined in the inspection ASB,’’ this AD 

requires replacing those words with ‘‘any 

worn or ruptured bonding strap is detected.’’ 

(5) Where paragraph (4) of EASA AD 2024– 

0154 specifies ‘‘Modification of an aeroplane 

in accordance with the instructions of the 

modification SB,’’ this AD requires replacing 

those words with ‘‘Accomplishing a 

modification, including doing detailed 

inspections, of an airplane in accordance 

with the instructions of the modification SB, 

and doing corrective actions if any worn or 

ruptured bonding strap is detected as 

specified in paragraph (3).’’ 

(i) Additional AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Validation 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 

responsible Flight Standards Office, as 

appropriate. If sending information directly 

to the manager of the International Validation 

Branch, send it to the attention of the person 

identified in paragraph (j) of this AD and 

email to: AMOC@faa.gov. 

(i) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the responsible Flight Standards Office. 

(2) Contacting the Manufacturer: For any 

requirement in this AD to obtain instructions 

from a manufacturer, the instructions must 

be accomplished using a method approved 

by the Manager, International Validation 

Branch, FAA; or EASA; or Deutsche Aircraft 

GmbH’s EASA Design Organization Approval 

(DOA). If approved by the DOA, the approval 

must include the DOA-authorized signature. 

(j) Additional Information 

For more information about this AD, 

contact Joe Salameh, Aviation Safety 

Engineer, FAA, 1600 Stewart Avenue, Suite 

410, Westbury, NY 11590; telephone 206– 

231–3536; email joe.salameh@faa.gov. 

(k) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

the material listed in this paragraph under 5 

U.S.C. 552(a) and 1 CFR part 51. 

(2) You must use this material as 

applicable to do the actions required by this 

AD, unless this AD specifies otherwise. 

(i) European Union Aviation Safety Agency 

(EASA) AD 2024–0154, dated August 2, 

2024. 

(ii) [Reserved] 

(3) For EASA material identified in this 

AD, contact EASA, Konrad-Adenauer-Ufer 3, 

50668 Cologne, Germany; telephone +49 221 

8999 000; email ADs@easa.europa.eu; 

website easa.europa.eu. You may find this 

material on the EASA website at 

ad.easa.europa.eu. 

(4) You may view this material at the FAA, 

Airworthiness Products Section, Operational 

Safety Branch, 2200 South 216th St., Des 

Moines, WA. For information on the 

availability of this material at the FAA, call 

206–231–3195. 

(5) You may view this material at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, 

visit www.archives.gov/federal-register/cfr/ 

ibr-locationsoremailfr.inspection@nara.gov. 

Issued on December 17, 2024. 

Victor Wicklund, 

Deputy Director, Compliance & Airworthiness 

Division, Aircraft Certification Service. 

[FR Doc. 2024–30549 Filed 12–20–24; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2024–2668; Project 

Identifier AD–2024–00561–E] 

RIN 2120–AA64 

Airworthiness Directives; CFM 

International, S.A. Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: The FAA proposes to 

supersede Airworthiness Directive (AD) 

2023–09–06, which applies to all CFM 

International, S.A. Model (CFM) LEAP– 

1A23, LEAP–1A24, LEAP–1A24E1, 

LEAP–1A26, LEAP–1A26CJ, LEAP– 

1A26E1, LEAP–1A29, LEAP–1A29CJ, 

LEAP–1A30, LEAP–1A32, LEAP–1A33, 

LEAP–1A33B2, and LEAP–1A35A 

(LEAP–1A) engines. AD 2023–09–06 

requires replacement of certain highpressure turbine (HPT) rotor stage 1 

disks (HPT stage 1 disks), forward outer 

seals, and compressor rotor stages 6–10 

spools. AD 2023–09–06 also prohibits 

installation of an HPT stage 1 disk, 

forward outer seal, or compressor rotor 

stages 6–10 spool that has a part number 

and serial number identified in the 

service information onto any engine. 

Since the FAA issued AD 2023–09–06, 

the manufacturer identified additional 

affected parts that were manufactured 

from material suspected to have reduced 

material properties due to iron 

inclusion, which prompted this AD. 

This proposed AD would retain the 

requirements to replace certain HPT 

stage 1 disks, forward outer seals, and 

compressor rotor stages 6–10 spools and 

expand the applicability to include 

additional affected parts manufactured 

from the same material suspected to 

have reduced material properties due to 

iron inclusion. The FAA is proposing 

this AD to address the unsafe condition 

on these products. 

DATES: The FAA must receive comments 

on this proposed AD by February 6, 

2025. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 


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