When modeling complex dynamic systems, it is not practical to include full order models of every component in the system. The typical solution is to incorporate dynamic substructuring or superelement techniques, automating the process of creating reduced order representations of components and efficiently assembling them into a system model. The practice of using superelements in jet propulsion structural finite element models has been the standard for at least 30 years. An initiative, with the intent to create a common reduction process between Boeing and the Engine Companies, required looking at multiple reduction methods and forms of those reductions. In 2021, Boeing and CFM spent the year investigating methods of reduction in Nastran. The deliverable of this study was to demonstrate that the same results could be obtained, regardless of the reduction method, and a common template between the two companies could be forged. As a control, the initial run is the full model of every component of the system (un-reduced). The analysis itself is a Transient Dynamic run simulating the Fan Blade Out (FBO) event. For the simulation, the damping and loading were kept identical for all the model runs. The computation was conducted with a Generic FBO Model that was shared between Boeing and CFM. A total of four separate reduction runs were made. The first reduction method considered used substructuring sets where the main bulk data superelement model of a system is identical to a non-superelement model. Two reduction forms with different substructuring sets were studied. First, a single step reduction approach was studied and then a two step approach with a collector and assembly run was studied. The second reduction method treated each superelement as a separate FEM (external part superelement) and reduced each to a set of matrices in separate runs. Only the reduced representation, consisting of the interface nodes and the reduced matrices, was passed on to the system model. Again, two reduction forms with external part superelements were considered, a single step and two step reduction. In all cases, Boeing-CFM could produce matching results when comparing them to the un-reduced solution. However, the reduction set-up was critical in obtaining this result, especially when considering the two step reduction with the inclusion of rotor dynamic effects. In this presentation, the results and key findings and discoveries of the investigation will be shared.