Federal Register / Vol. 90, No. 22 / Tuesday, February 4, 2025 / Rules and Regulations 8885 

still be done as specified, and the airplane 

can be put back in an airworthy condition. 

(l) Related Information 

For more information about this AD, 

contact Courtney Tuck, Aviation Safety 

Engineer, FAA, 2200 South 216th Street, Des 

Moines, WA 98198; phone 206–231–3986; 

email Courtney.K.Tuck@faa.gov. 

(m) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) 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 the AD specifies otherwise. 

(i) Boeing Special Attention Service 

Bulletin 767–25–0539, Revision 2, dated 

January 27, 2023. 

(ii) Boeing Special Attention Service 

Bulletin 767–25–0549, Revision 2, dated 

January 27, 2023. 

(3) For Boeing material identified in this 

AD, contact Boeing Commercial Airplanes, 

Attention: Contractual & Data Services 

(C&DS), 2600 Westminster Boulevard, MC 

110–SK57, Seal Beach, CA 90740–5600; 

phone 562–797–1717; website 

myboeingfleet.com. 

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

Airworthiness Products Section, Operational 

Safety Branch, 2200 South 216th Street, 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-locations or email fr.inspection@nara.gov. 

Issued on January 6, 2025. 

Suzanne Masterson, 

Deputy Director, Integrated Certificate 

Management Division, Aircraft Certification 

Service. 

[FR Doc. 2025–02146 Filed 2–3–25; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2024–0471; Project 

Identifier MCAI–2023–01213–T; Amendment 

39–22920; AD 2024–26–05] 

RIN 2120–AA64 

Airworthiness Directives; Airbus SAS 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for all 

Airbus SAS Model A300 B4–601, B4– 

603, B4–620, B4–622, B4–605R, B4– 

622R, C4–605R Variant F, F4–605R, and 

F4–622R airplanes; Model A310 series 

airplanes; Model A318, A319, A320, 

and A321 series airplanes; Model A330– 

200, –200 Freighter, and –300 series 

airplanes; Model A330–841 and –941 

airplanes; and Model A340–211, –212, 

–213, –311, –312, –313, –541, and –642 

airplanes. This AD was prompted by 

chemical oxygen generators that failed 

to activate in service and during 

maintenance activities. This AD 

requires replacing affected oxygen 

generators and prohibits the installation 

of affected parts, as specified in a 

European Union Aviation Safety Agency 

(EASA) AD, which is incorporated by 

reference. The FAA is issuing this AD 

to address the unsafe condition on these 

products. 

DATES: This AD is effective March 11, 

2025. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of March 11, 2025. 

ADDRESSES: 

AD Docket: You may examine the AD 

docket at regulations.gov under Docket 

No. FAA–2024–0471; 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 mandatory 

continuing airworthiness information 

(MCAI), 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: 

• For EASA material identified in this 

AD, contact EASA, Konrad-AdenauerUfer 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. 

• 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. 

It is also available at regulations.gov 

under Docket No. FAA–2024–0471. 

FOR FURTHER INFORMATION CONTACT: Dan 

Rodina, Aviation Safety Engineer, FAA, 

1600 Stewart Avenue, Suite 410, 

Westbury, NY 11590; telephone 206– 

231–3225; email dan.rodina@faa.gov. 

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 all Airbus SAS Model A300 

B4–601, B4–603, B4–620, B4–622, B4– 

605R, B4–622R, C4–620, C4–605R 

Variant F, F4–605R and F4–622R 

airplanes, Model 300 F4–608ST 

airplanes, Model A310–203, –203C, 

–204, –221, –222, –304, –308, –322, 

–324, and –325 airplanes, Model A318– 

111, –112, –121, and –122 airplanes, 

Model A319–111, –112, –113, –114, 

–115, –131, –132, –133, –151N, –153N, 

and –171N airplanes, Model A320–211, 

–212, –214, –215, –216, –231, –232, 

–233, –251N, –252N, –253N, –271N, 

–272N, and –273N airplanes, Model 

A321–111, –112, –131, –211, –212, 

–213, –231, –232, –251N, –252N, 

–253N, –271N, –272N, –251NX, 

–252NX, –253NX, –271NX, and –272NX 

airplanes, Model A330–201, –202, –203, 

–223, –243, –223F, –243F, –301, –302, 

–303, –321, –322, –323, –341, –342, 

–343, –743L, –841, and –941 airplanes, 

and Model A340–211, –212, –213, –311, 

–312, –313, –541, –542, –642, and –643 

airplanes. Model A300 F4–608ST, A300 

C4–620, A310–203C, A310–308, A320– 

215, A330–743L, A340–542, and A340– 

643 airplanes are not certificated by the 

FAA and are not included on the U.S. 

type certificate data sheet; this AD 

therefore does not include those 

airplanes in the applicability. The 

NPRM published in the Federal 

Register on March 22, 2024 (89 FR 

20360). The NPRM was prompted by 

AD 2023–0209, dated November 22, 

2023, issued by EASA, which is the 

Technical Agent for the Member States 

of the European Union (EASA AD 2023– 

0209). EASA AD 2023–0209 states 

occurrences were reported of chemical 

oxygen generators failing to activate in 

service and during maintenance 

activities. Subsequent investigations 

identified poor reactivity of the start 

powder used inside the oxygen 

generator. This condition, if not 

corrected, could lead to a reduction of 

the available oxygen capacity of the 

airplane, possibly resulting in injury to 

the airplane occupants. 

In the NPRM, the FAA proposed to 

require replacing affected oxygen 

generators, as specified in EASA AD 

2023–0209. The NPRM also proposed to 

prohibit the installation of affected 

parts. The FAA is issuing this AD to 

address the unsafe condition on these 

products. 

Actions Since the NPRM Was Issued 

Since the FAA issued the NPRM, 

EASA superseded EASA AD 2023–0209 


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1 Delta follows Federal Aviation Regulations 

(Reference DOT HM–224B (49 CFR parts 173, 175 

and 178)) and federal and local hazardous waste 

disposal for handling and shipping requirements. 2 49 CFR 173.168. 

3EASA AD 2023–0209 defines the AOT as Airbus 

All Operators Transmission (AOT) A35L021–23, 

AOT A35N020–23, and AOT A35W022–23, all 

dated October 10, 2023. 

and issued EASA AD 2024–0198, dated 

October 18, 2024 (EASA AD 2024–0198) 

(also referred to as the MCAI), to correct 

an unsafe condition for the airplanes 

identified in EASA AD 2023–0209, as 

well as Model A321–253NY airplanes. 

The MCAI states that a new airplane 

model (A321–253NY) has been certified, 

and although affected parts could be 

installed on Model A321–253NY 

airplanes in service, no Model A321– 

253NY airplane has yet been delivered 

to operators. The MCAI also states that 

for airplanes previously affected by 

EASA AD 2023–0209, this EASA AD 

retains the requirements of that AD, 

with no additional actions. 

The FAA has confirmed that there are 

no Model A321–253NY airplanes on the 

U.S. Register, and no new actions are 

required by EASA AD 2024–0198. 

Therefore, the FAA has revised 

paragraphs (g) and (h)(1) of this AD to 

refer to EASA AD 2024–0198. 

You may examine the MCAI in the 

AD docket at regulations.gov under 

Docket No. FAA–2024–0471. 

Discussion of Final Airworthiness 

Directive 

Comments 

The FAA received comments from 

Delta Air Lines (Delta) and United 

Airlines (United). The following 

presents the comments received on the 

NPRM and the FAA’s response to each 

comment. 

Requests To Remove Requirement To 

Return Parts 

Delta and United requested removal 

of the requirement to return affected 

oxygen generators to Collins Aerospace, 

as specified in paragraph (h)(3) of the 

proposed AD. Delta stated that oxygen 

generators removed before the effective 

date of the AD will have already been 

shipped for offsite disposal in 

accordance with Delta’s procedures,1

which specify that an oxygen generator 

removed as unserviceable and not 

intended to be reinstalled on an airplane 

is manually activated to allow the 

release of oxygen prior to shipment for 

offsite disposal. 

Delta added that the service 

information referenced in EASA AD 

2023–0209 specifies to return affected 

oxygen generators to Collins Aerospace 

with the instruction ‘‘DO NOT activate 

the generator (it must be shipped not 

activated, but secured with safety pin, 

for the purpose of the investigation).’’ 

Delta stated that this instruction will 

result in significant changes to current 

procedures that comply with DOT 

HM224B and hazardous waste disposal 

requirements, and may also infringe on 

some state-specific hazardous waste 

requirements. 

United concurred with the 

requirements of the proposed AD, 

except for the requirement to ship 

affected oxygen generators to the 

original equipment manufacturer 

(OEM). United stated that transporting 

discrepant oxygen generators increases 

the risk to an operator of being 

noncompliant with HAZMAT/DG 

regulations.2 United asserted that 

returning suspect oxygen generators 

would not enhance the level of safety 

for airline operators, but would do the 

opposite. According to United, Collins 

Aerospace confirmed that their testing 

showed that the suspect failure 

condition has been contained to a few 

lots, and that the return of suspect units 

from participating operators will further 

validate the containment of the total 

population of affected units. United 

therefore concluded that the return of 

affected oxygen generators should be 

voluntary. 

The FAA agrees to remove the 

requirement to return affected oxygen 

generators to Collins Aerospace due to 

the risk of noncompliance with 

HAZMAT/DG regulations. Although 

EASA has indicated that returning 

affected parts will help determine the 

cause of the unsafe condition, the FAA 

has determined that the data obtained 

from the returned parts does not 

outweigh the risk of noncompliance 

with HAZMAT/DG regulations. 

Therefore, paragraph (h)(4) of this AD 

has been revised to only require 

reporting inspection results to the OEM. 

Request To Specify AMM Task for 

Oxygen Generator Replacement 

Delta requested that an exception be 

added to specify the applicable AMM 

task required to replace affected 

generators for oxygen container/ 

generator removal and installation. 

Paragraph (1) of EASA AD 2023–0209 

specifies replacing affected parts in 

accordance with the instructions of the 

AOT. The AOT referenced in EASA AD 

2023–0209 requires in paragraph 5.6 

that operators remove and replace the 

affected oxygen generator in accordance 

with Collins Aerospace Service Bulletin 

XXCXX–35–001, dated October 6, 2023, 

and AMM instructions for removal/ 

installation of the emergency oxygen 

generators. Because both instructions 

are required for compliance, and 

because the instructions do not provide 

the exact same instructions, Delta stated 

it is difficult to determine which 

instructions to follow. Delta asserted 

that AMM tasks for removing the 

affected units provide standard 

practices to effectively replace the 

oxygen generator, and no additional 

instructions from the Collins service 

bulletin are necessary. Additionally, 

many operators, including Delta, have 

supplemental type certificates (STCs) 

for interior modifications that might 

involve replacing the oxygen container 

with an oxygen panel or some other part 

label. These STCs will have separate 

instructions from those called out in the 

AOT, but they can still contain affected 

oxygen generators and therefore must be 

inspected. 

The FAA agrees with the request, for 

the reasons provided by the commenter. 

The replacement required by this AD 

can be done using the applicable AMM 

task for oxygen container/generator 

removal and installation. The FAA has 

added paragraph (h)(4) to this AD to 

specify that where the service 

information referenced in EASA AD 

2024–0198 specifies a method of 

compliance for removal and installation 

of the oxygen container/generator in 

accordance with the service information 

or aircraft maintenance manual, for this 

AD, either method is acceptable. 

Request To Clarify Mandatory RC Steps 

Paragraph (1) of EASA AD 2023–0209 

specified replacing affected parts in 

accordance with ‘‘the instructions of the 

AOT,3’’ but the exception in paragraph 

(h)(2) of the proposed AD specified 

replacing affected parts in accordance 

with ‘‘paragraph 5.6 of the AOT.’’ 

Because paragraphs 5.1, 5.4, 5.5, and 5.6 

of the AOT are RC (required for 

compliance), Delta noted a potential 

conflict in paragraph (i)(3) of the 

proposed AD, which stated ‘‘if any 

service information referenced in EASA 

AD 2023–0209 contains paragraphs that 

are labeled as RC, the instructions in RC 

paragraphs, including subparagraphs 

under an RC paragraph, must be done to 

comply with this AD.’’ Delta therefore 

requested that the proposed AD clarify 

whether only paragraph 5.6 of the AOT 

would be required, or whether 

paragraphs 5.1, 5.4, and 5.5 are would 

also be required. 

The FAA provides the following 

clarification. The FAA acknowledges 

that paragraph (i)(3) of the proposed AD 

should also have included an exception 

to paragraph (h)(2) of the proposed AD 


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Federal Register / Vol. 90, No. 22 / Tuesday, February 4, 2025 / Rules and Regulations 8887 

(paragraph (h)(3) in this AD). The FAA 

has revised paragraph (i)(3) of this AD 

accordingly. 

Request for Revised/Alternative 

Identification Criteria 

Delta requested that an exception be 

added to the proposed AD to allow 

operators to identify affected units by 

the part number (PN) and date of 

manufacture, instead of the part number 

and serial number as specified in EASA 

AD 2023–0209. EASA AD 2023–0209 

defines an affected part as ‘‘any 

chemical oxygen generator having part 

number (PN) E63320–00, PN E63340–00 

or PN E63440–00 and a serial number 

(SN) BEBJF002–XXX, BEBJ–F007–XXX, 

BEBJ–F008–XXX or BEBJ–F011–XXX 

(where ‘XXX’ represents any numerical 

sequence and is the specific number of 

this generator).’’ Delta stated that 

Collins Aerospace, Airbus, and EASA 

have verified that the list of affected 

oxygen generator part numbers and 

serial numbers correspond to units 

manufactured in 2010. Delta asserted 

that chemical oxygen generators are life 

limited by the FAA and therefore 

tracked based on the date of 

manufacture. Therefore, Delta requested 

using the conservative criterion of the 

date of manufacturer to identify affected 

oxygen generators. 

The FAA disagrees with the request. 

The FAA has found no clear correlation 

between the date of manufacture and 

the OEM’s serial number. Therefore, to 

ensure that all affected units are 

correctly identified, operators must use 

serial numbers, as specified in EASA 

AD 2024–0198. 

Request To Clarify Serviceable Parts 

Delta requested that an additional 

exception be added to the proposed AD 

to further clarify parts eligible for 

installation, using the EASA AD 

definition of serviceable part: ‘‘any 

oxygen generator, eligible for 

installation, which is not an affected 

part.’’ Delta noted, however, that 

paragraph 5.6 of the AOT requires that 

an affected generator be replaced by an 

unaffected oxygen generator ‘‘with the 

same PN,’’ with no requirement that it 

should not be an affected part and 

restricting it to the same part number. 

The FAA agrees with the request. The 

FAA has revised paragraph (h)(3) of this 

AD to specify to replace each affected 

part with an oxygen generator, eligible 

for installation, which is not an affected 

part. 

Conclusion 

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 

reviewed the relevant data, considered 

the 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 this product. 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. 

Material Incorporated by Reference 

Under 1 CFR Part 51 

EASA AD 2024–0198 specifies 

procedures for replacing affected oxygen 

generators, which includes reporting 

and returning affected parts to the 

manufacturer. EASA AD 2024–0198 also 

prohibits the installation of affected 

parts. 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 ADDRESSES. 

Costs of Compliance 

The FAA estimates that this AD 

affects 1,975 airplanes of U.S. registry. 

The FAA estimates the following costs 

to comply with this AD: 

ESTIMATED COSTS FOR REQUIRED ACTIONS

Action Labor cost Parts cost Cost per 

product Cost on U.S. operators 

Replacement ................................... 1 work-hour × $85 per hour = $85 $500 $585 $585 per oxygen generator.* 

Reporting ........................................ 1 work-hour × $85 per hour = $85 0 85 $167,875. 

* Based upon various airplane sizes and configurations there could, on average, be 30 affected generators per airplane. 

Paperwork Reduction Act 

A federal agency may not conduct or 

sponsor, and a person is not required to 

respond to, nor shall a person be subject 

to a penalty for failure to comply with 

a collection of information subject to the 

requirements of the Paperwork 

Reduction Act unless that collection of 

information displays a currently valid 

OMB Control Number. The OMB 

Control Number for this information 

collection is 2120–0056. Public 

reporting for this collection of 

information is estimated to take 

approximately 1 hour per response, 

including the time for reviewing 

instructions, searching existing data 

sources, gathering and maintaining the 

data needed, and completing and 

reviewing the collection of information. 

All responses to this collection of 

information are mandatory. Send 

comments regarding this burden 

estimate or any other aspect of this 

collection of information, including 

suggestions for reducing this burden, to: 

Information Collection Clearance 

Officer, Federal Aviation 

Administration, 10101 Hillwood 

Parkway, Fort Worth, TX 76177–1524. 

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: 


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(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 adding 

the following new airworthiness 

directive: 

2024–26–05 Airbus SAS: Amendment 39– 

22920; Docket No. FAA–2024–0471; 

Project Identifier MCAI–2023–01213–T. 

(a) Effective Date 

This airworthiness directive (AD) is 

effective March 11, 2025. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to all Airbus SAS 

airplanes, certificated in any category, 

identified in paragraphs (c)(1) through (8) of 

this AD. 

(1) Model A300 B4–601, B4–603, B4–620, 

B4–622, B4–605R, B4–622R, C4–605R 

Variant F, F4–605R, and F4–622R airplanes. 

(2) Model A310–203, –204, –221, –222, 

–304, –322, –324, and –325 airplanes. 

(3) Model A318–111, –112, –121, and –122 

airplanes. 

(4) Model A319–111, –112, –113, –114, 

–115, –131, –132, –133, –151N, –153N, and 

–171N airplanes. 

(5) Model A320–211, –212, –214, –216, 

–231, –232, –233, –251N, –252N, –253N, 

–271N, –272N, and –273N airplanes. 

(6) Model A321–111, –112, –131, –211, 

–212, –213, –231, –232, –251N, –252N, 

–253N, –271N, –272N, –251NX, –252NX, 

–253NX, –271NX, –272NX, and A321–253NY 

airplanes. 

(7) Model A330–201, –202, –203, –223, 

–223F, –243, –243F, –301, –302, –303, –321, 

–322, –323, –341, –342, –343, –841, and –941 

airplanes. 

(8) Model A340–211, –212, –213, 311, 

–312, –313, –541, and –642 airplanes. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 35, Oxygen. 

(e) Unsafe Condition 

This AD was prompted by reported 

occurrences of chemical oxygen generators 

failing to activate in service and during 

maintenance activities. The FAA is issuing 

this AD to address poor reactivity of the start 

powder used inside the affected oxygen 

generators. The unsafe condition, if not 

addressed, could lead to a reduction of the 

available oxygen capacity of the airplane and 

could result in injury to airplane occupants. 

(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 2024–0198, dated 

October 18, 2024 (EASA AD 2024–0198). 

(h) Exceptions to EASA AD 2024–0198 

(1) Where EASA AD 2024–0198 refers to 

December 6, 2023 (the effective date of EASA 

AD 2023–0209, dated November 22, 2023), 

this AD requires using the effective date of 

this AD. 

(2) Where EASA AD 2024–0198 refers to its 

effective date, this AD requires using the 

effective date of this AD. 

(3) Where paragraph (1) of EASA AD 2024– 

0198 specifies to ‘‘replace each affected part 

with a serviceable part in accordance with 

the instructions of the AOT,’’ this AD 

requires replacing that text with ‘‘replace 

each affected part with an oxygen generator, 

eligible for installation, which is not an 

affected part, in accordance with paragraph 

5.6 of the AOT.’’ 

(4) Where the service information 

referenced in EASA AD 2024–0198 specifies 

a method of compliance for removal and 

installation of the oxygen container/generator 

in accordance with the service information or 

aircraft maintenance manual, for this AD, 

either method is acceptable. 

(5) The service information referenced in 

EASA AD 2024–0198 specifies to report 

inspection results to Airbus and return 

affected oxygen generators to Collins 

Aerospace. For this AD, reporting inspection 

results is required at the applicable time 

specified in paragraph (h)(5)(i) or (ii) of this 

AD, but returning affected oxygen generators 

to Collins Aerospace is not required by this 

AD. 

(i) If the affected oxygen generator was 

replaced on or after the effective date of this 

AD: Submit the report within 40 days after 

the replacement. 

(ii) If the affected oxygen generator was 

replaced before the effective date of this AD: 

Submit the report within 40 days after the 

effective date of this AD. 

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

section of EASA AD 2024–0198. 

(i) Additional AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance 

(AMOCs): 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 responsible Flight Standards Office, as 

appropriate. If sending information directly 

to the manager of the Continued Operational 

Safety Branch, mail it to the address 

identified in paragraph (j) of this AD. 

Information may be emailed to: AMOC@

faa.gov. 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, AIR–520, Continued 

Operational Safety Branch, FAA; or EASA; or 

Airbus SAS’s EASA Design Organization 

Approval (DOA). If approved by the DOA, 

the approval must include the DOAauthorized signature. 

(3) Required for Compliance (RC): Except 

as required by paragraphs (h)(3), (h)(4), and 

(i)(2) of this AD, if any service information 

referenced in EASA AD 2024–0198 contains 

paragraphs that are labeled as RC, the 

instructions in RC paragraphs, including 

subparagraphs under an RC paragraph, must 

be done to comply with this AD; any 

paragraphs, including subparagraphs under 

those paragraphs, that are not identified as 

RC are recommended. The instructions in 

paragraphs, including subparagraphs under 

those paragraphs, not identified as RC may be 

deviated from using accepted methods in 

accordance with the operator’s maintenance 

or inspection program without obtaining 

approval of an AMOC, provided the 

instructions identified as RC can be done and 

the airplane can be put back in an airworthy 

condition. Any substitutions or changes to 

instructions identified as RC require approval 

of an AMOC. 

(j) Additional Information 

For more information about this AD, 

contact Dan Rodina, Aviation Safety 

Engineer, FAA, 1600 Stewart Avenue, Suite 

410, Westbury, NY 11590; telephone 206– 

231–3225; email dan.rodina@faa.gov. 

(k) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) 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 2024–0198, dated October 18, 

2024. 

(ii) [Reserved] 

(3) For EASA AD material identified in this 

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

50668 Cologne, Germany; telephone +49 221 

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


lotter on DSK11XQN23PROD with RULES1
Federal Register / Vol. 90, No. 22 / Tuesday, February 4, 2025 / Rules and Regulations 8889 

website easa.europa.eu. You may find this 

EASA AD 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-locations, or email fr.inspection@

nara.gov. 

Issued on December 19, 2024. 

Suzanne Masterson, 

Deputy Director, Integrated Certificate 

Management Division, Aircraft Certification 

Service. 

[FR Doc. 2025–02133 Filed 2–3–25; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2024–2325; Project 

Identifier AD–2024–00412–E; Amendment 

39–22927; AD 2025–01–03] 

RIN 2120–AA64 

Airworthiness Directives; CFM 

International, S.A. Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for certain 

CFM International, S.A. (CFM) Model 

LEAP–1A and LEAP–1C engines. This 

AD was prompted by an investigation of 

an in-flight shut down event that 

revealed the aft arm of the high-pressure 

turbine (HPT) rotor interstage seal had 

failed. This AD requires removal from 

service and replacement of the HPT 

rotor interstage seal for LEAP–1A 

engines. Since the HPT rotor interstage 

seal part number is interchangeable 

between LEAP–1A and LEAP–1C 

engines, this AD also prohibits 

installation of these affected parts onto 

any LEAP–1A or LEAP–1C engine. The 

FAA is issuing this AD to address the 

unsafe condition on these products. 

DATES: This AD is effective March 11, 

2025. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of March 11, 2025. 

ADDRESSES: 

AD Docket: You may examine the AD 

docket at regulations.gov under Docket 

No. FAA–2024–2325; 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: 

• For CFM material identified in this 

AD, contact CFM, GE Aviation Fleet 

Support, 1 Neumann Way, M/D Room 

285, Cincinnati, OH 45215; phone: (877) 

432–3272; email: aviation.fleetsupport@

ge.com. 

• You may view this material 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 

regulations.gov under Docket No. FAA– 

2024–2325. 

FOR FURTHER INFORMATION CONTACT: 

Mehdi Lamnyi, Aviation Safety 

Engineer, FAA, 2200 South 216th Street, 

Des Moines, WA 98198; phone: (781) 

238–7743; email: mehdi.lamnyi@

faa.gov. 

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–1A 

and LEAP–1C engines. The NPRM 

published in the Federal Register on 

October 2, 2024 (89 FR 80155). The 

NPRM was prompted by a report of an 

in-flight shutdown caused by turbine 

blades that had broken and metal that 

entered the exhaust. A manufacturer 

investigation later revealed that the aft 

arm of the HPT rotor interstage seal had 

failed due to a non-conforming surface 

condition in the fillet area coupled with 

higher-than-expected operating stress 

due to friction. In the NPRM, the FAA 

proposed to require removal from 

service and replacement of the HPT 

rotor interstage seal. Since the HPT rotor 

interstage seal part number is 

interchangeable between LEAP–1A and 

LEAP–1C engines, the NPRM also 

proposed to prohibit installation of 

these affected parts onto any LEAP–1A 

or LEAP–1C engine. 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 

Airline Pilots Association International 

(ALPA), StandardAero, an individual 

commenter, and an anonymous 

commenter. All commenters supported 

the NPRM without change. 

Conclusion 

The FAA reviewed the relevant data, 

considered the 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, this AD is adopted as proposed 

in the NPRM. 

Material Incorporated by Reference 

Under 1 CFR Part 51 

The FAA reviewed the following CFM 

material: 

• CFM Service Bulletin (SB) LEAP– 

1A–72–00–0525–01A–930A–D, Issue 

002–00, dated June 28, 2024, which 

provides the serial numbers (S/Ns) of 

the affected HPT rotor interstage seals 

for LEAP–1A engines. 

• CFM SB LEAP–1C–72–00–0124– 

01A–930A–D, Issue 001–00, dated 

September 5, 2024, which provides the 

S/Ns of the affected HPT rotor interstage 

seals that are excluded from installation 

onto LEAP–1C engines. 

This material also includes 

instructions for removal and installation 

of the HPT rotor interstage seal. 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. 

Costs of Compliance 

The FAA estimates that this AD 

affects 56 engines installed on airplanes 

of U.S. registry. 

The FAA estimates the following 

costs to comply with this AD: 


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