Rule2022-10865
Airworthiness Directives; Airbus SAS Airplanes
Primary source
Metadata and text below are from the Federal Register, a public-domain U.S. government work. Always verify the official published version before relying on it for any legal matter.
Published
May 19, 2022
Effective
June 3, 2022
Issuing agencies
Transportation DepartmentFederal Aviation Administration
Abstract
The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by an indication that both elevator actuators of the PRIMary flight control computers (PRIMs) were considered faulty due to incorrect instructions with a new PRIM standard. This AD requires revising the existing airplane flight manual (AFM), and revising the operator's existing FAA-approved minimum equipment list (MEL) by incorporating certain master minimum equipment list (MMEL) provisions, to include limitations and procedures to mitigate the risk of elevator failure during flare, as specified in a European Union Aviation Safety Agency (EASA) Emergency AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
Full Text
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<title>Federal Register, Volume 87 Issue 97 (Thursday, May 19, 2022)</title>
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[Federal Register Volume 87, Number 97 (Thursday, May 19, 2022)]
[Rules and Regulations]
[Pages 30402-30405]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 2022-10865]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2022-0585; Project Identifier MCAI-2022-00603-T;
Amendment 39-22053; AD 2022-11-03]
RIN 2120-AA64
Airworthiness Directives; Airbus SAS Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule; request for comments.
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SUMMARY: The FAA is adopting a new airworthiness directive (AD) for
certain Airbus SAS Model A350-941 and -1041 airplanes. This AD was
prompted by an indication that both elevator actuators of the PRIMary
flight control computers (PRIMs) were considered faulty due to
incorrect instructions with a new PRIM standard. This AD requires
revising the existing airplane flight manual (AFM), and revising the
operator's existing FAA-approved minimum equipment list (MEL) by
incorporating certain master minimum equipment list (MMEL) provisions,
to include limitations and procedures to mitigate the risk of elevator
failure during flare, as specified in a European Union Aviation Safety
Agency (EASA) Emergency AD, which is incorporated by reference. The FAA
is issuing this AD to address the unsafe condition on these products.
DATES: This AD becomes effective June 3, 2022.
The Director of the Federal Register approved the incorporation by
reference of a certain publications listed in this AD as of June 3,
2022.
The FAA must receive comments on this AD by July 5, 2022.
ADDRESSES: You may send comments, using the procedures found in 14 CFR
11.43 and 11.45, by any of the following methods:
<bullet> Federal eRulemaking Portal: Go to <a href="https://www.regulations.gov">https://www.regulations.gov</a>. Follow the instructions for submitting comments.
<bullet> Fax: 202-493-2251.
<bullet> 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.
[[Page 30403]]
<bullet> Hand Delivery: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE, Washington, DC 20590, between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays.
For material incorporated by reference (IBR) in this AD, contact
EASA, Konrad-Adenauer-Ufer 3, 50668 Cologne, Germany; telephone +49 221
8999 000; email <a href="/cdn-cgi/l/email-protection#e4a5a097a481859785ca8191968b9485ca8191"><span class="__cf_email__" data-cfemail="1d5c596e5d787c6e7c3378686f726d7c337868">[email protected]</span></a>; internet www.easa.europa.eu. You
may find this IBR material on the EASA website at <a href="https://ad.easa.europa.eu">https://ad.easa.europa.eu</a>. 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 in the AD docket at
<a href="https://www.regulations.gov">https://www.regulations.gov</a> by searching for and locating Docket No.
FAA-2022-0585.
Examining the AD Docket
You may examine the AD docket at <a href="https://www.regulations.gov">https://www.regulations.gov</a> by
searching for and locating Docket No. FAA-2022-0585; 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 AD, the mandatory
continuing airworthiness information (MCAI), any comments received, and
other information. The street address for Docket Operations is listed
above.
FOR FURTHER INFORMATION CONTACT: Dan Rodina, Aerospace Engineer, Large
Aircraft Section, International Validation Branch, FAA, 2200 South
216th St., Des Moines, WA 98198; phone 206-231-3225; email
<a href="/cdn-cgi/l/email-protection#3a7e5b541468555e53545b7a5c5b5b145d554c"><span class="__cf_email__" data-cfemail="bafedbd494e8d5ded3d4dbfadcdbdb94ddd5cc">[email protected]</span></a>.
SUPPLEMENTARY INFORMATION:
Comments Invited
The FAA invites you to send any written data, views, or arguments
about this final rule. Send your comments to an address listed under
ADDRESSES. Include ``Docket No. FAA-2022-0585; Project Identifier MCAI-
2022-00603-T'' at the beginning of your comments. The most helpful
comments reference a specific portion of the final rule, 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 final rule 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
<a href="https://www.regulations.gov">https://www.regulations.gov</a>, including any personal information you
provide. The agency will also post a report summarizing each
substantive verbal contact received about this final rule.
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 AD 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 AD, 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 AD. Submissions containing CBI should be sent to Dan
Rodina, Aerospace Engineer, Large Aircraft Section, International
Validation Branch, FAA, 2200 South 216th St., Des Moines, WA 98198;
phone 206-231-3225; email <a href="/cdn-cgi/l/email-protection#490d2827671b262d202728092f2828672e263f"><span class="__cf_email__" data-cfemail="d397b2bdfd81bcb7babdb293b5b2b2fdb4bca5">[email protected]</span></a>. Any commentary that the
FAA receives which is not specifically designated as CBI will be placed
in the public docket for this rulemaking.
Background
EASA, which is the Technical Agent for the Member States of the
European Union, has issued EASA Emergency AD 2022-0079-E, dated May 5,
2022 (EASA Emergency AD 2022-0079-E) (also referred to as the MCAI), to
correct an unsafe condition for certain Airbus SAS Model A350-941 and -
1041 airplanes.
This AD was prompted by a report of PRIMs that indicated that both
elevator actuators were considered faulty. Subsequent investigations
identified incorrect instructions that had been implemented with the
introduction of the PRIM P13 standard, which is part of the flight
control and guidance system (FCGS) X13 standard installed in airplanes
in production through Airbus modification 115496 and in service through
Airbus Service Bulletin A350-42-P017. The FAA is issuing this AD to
address the faulty FCGS X13 standard, which could lead to loss of
control of the elevator surfaces, possibly resulting in loss of control
of the airplane. See the MCAI for additional background information.
Related Service Information Under 1 CFR Part 51
EASA Emergency AD 2022-0079-E specifies procedures for revising the
Limitations and Normal Procedures sections of the existing AFM, and
revising the operator's existing FAA-approved MEL by incorporating MMEL
provisions, to include limitations and procedures to mitigate the risk
of elevator failure during flare. 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
These products have been approved by the aviation authority of
another country and are 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 described above. The FAA is issuing this AD after determining
that the unsafe condition described previously is likely to exist or
develop on other products of these same type designs.
Requirements of This AD
This AD requires accomplishing the actions specified in EASA
Emergency AD 2022-0079-E described previously, except for any
differences identified as exceptions in the regulatory text of this AD.
EASA Emergency AD 2022-0079-E requires operators to revise the AFM
and ``inform all flight crews, and, thereafter, operate the aeroplane
accordingly.'' However, this AD does not specifically require those
actions as those actions are already required by FAA regulations. FAA
regulations require operators furnish to pilots any changes to the AFM
(for example, 14 CFR 121.137), and to ensure the pilots are familiar
with the AFM (for example, 14 CFR 91.505). As with any other flightcrew
training requirement, training on the updated AFM content is tracked by
the operators and recorded in each pilot's training record, which is
available for the FAA to review. FAA regulations also require pilots to
follow the procedures in the existing AFM including all updates. 14 CFR
91.9 requires that any person operating a civil aircraft must comply
with the operating limitations specified in the AFM. Therefore,
including a requirement in this AD to operate the airplane according to
the revised AFM would be redundant and unnecessary.
Similarly, EASA Emergency AD 2022-0079-E specifies amending the
[[Page 30404]]
operator's MEL and, thereafter, ``operating the aeroplane
accordingly.'' However, this AD does not include specific operating
requirements as they are already required by FAA regulations. FAA
regulations (14 CFR 121.628(a)(2)) require operators to provide pilots
with access to all of the information contained in the operator's
minimum equipment list (MEL). Furthermore, 14 CFR 121.628(a)(5)
requires airplanes to be operated under all applicable conditions and
limitations contained in the operator's MEL. Therefore, including a
requirement in this AD to operate the airplane according to the revised
MEL would be redundant and unnecessary.
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,
EASA Emergency AD 2022-0079-E is incorporated by reference in this AD.
This AD requires compliance with EASA Emergency AD 2022-0079-E in its
entirety through that incorporation, except for any differences
identified as exceptions in the regulatory text of this AD. Using
common terms that are the same as the heading of a particular section
in EASA Emergency AD 2022-0079-E 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 Emergency AD
2022-0079-E. Service information required by EASA Emergency AD 2022-
0079-E for compliance will be available at <a href="https://www.regulations.gov">https://www.regulations.gov</a>
by searching for and locating Docket No. FAA-2022-0585 after this AD is
published.
Interim Action
The FAA considers this AD interim action. If final action is later
identified, the FAA might consider further rulemaking then.
FAA's Justification and Determination of the Effective Date
Section 553(b)(3)(B) of the Administrative Procedure Act (APA) (5
U.S.C. 551 et seq.) authorizes agencies to dispense with notice and
comment procedures for rules when the agency, for ``good cause,'' finds
that those procedures are ``impracticable, unnecessary, or contrary to
the public interest.'' Under this section, an agency, upon finding good
cause, may issue a final rule without providing notice and seeking
comment prior to issuance. Further, section 553(d) of the APA
authorizes agencies to make rules effective in less than thirty days,
upon a finding of good cause.
An unsafe condition exists that requires the immediate adoption of
this AD without providing an opportunity for public comments prior to
adoption. The FAA has found that the risk to the flying public
justifies forgoing notice and comment prior to adoption of this rule
because incorrect logic in the PRIMs may cause the PRIM computers to
inadvertently lose control over their respective elevator actuators
during flare phase, depending on flight conditions, potentially
affecting every flight and possibly resulting in loss of control of the
airplane in a critical phase of flight. Given the significance of the
risk presented by this unsafe condition, it must be immediately
addressed. Accordingly, notice and opportunity for prior public comment
are impracticable and contrary to the public interest pursuant to 5
U.S.C. 553(b)(3)(B).
In addition, the FAA finds that good cause exists pursuant to 5
U.S.C. 553(d) for making this amendment effective in less than 30 days,
for the same reasons the FAA found good cause to forgo notice and
comment.
Regulatory Flexibility Act (RFA)
The requirements of the RFA do not apply when an agency finds good
cause pursuant to 5 U.S.C. 553 to adopt a rule without prior notice and
comment. Because the FAA has determined that it has good cause to adopt
this rule without notice and comment, RFA analysis is not required.
Costs of Compliance
The FAA estimates that this AD affects 30 airplanes of U.S.
registry. The FAA estimates the following costs to comply with this AD:
Estimated Costs for Required Actions
----------------------------------------------------------------------------------------------------------------
Cost per Cost on U.S.
Labor cost Parts cost product operators
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1 work-hour x $85 per hour = $85............................. $0 $85 $2,550
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Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, section 106, describes the
authority of the FAA Administrator. Subtitle VII: Aviation Programs,
describes in more detail the scope of the Agency's authority.
The FAA is issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701: General requirements.
Under that section, Congress charges the FAA with promoting safe flight
of civil aircraft in air commerce by prescribing regulations for
practices, methods, and procedures the Administrator finds necessary
for safety in air commerce. This regulation is within the scope of that
authority because it addresses an unsafe condition that is likely to
exist or develop on products identified in this rulemaking action.
Regulatory Findings
This AD will not have federalism implications under Executive Order
13132. This AD will not have a substantial direct effect on the States,
on the relationship between the national government and the States, or
on the distribution of power and responsibilities among the various
levels of government.
For the reasons discussed above, I certify that this AD:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866, and
(2) Will not affect intrastate aviation in Alaska.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
The Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA amends 14 CFR part 39 as follows:
[[Page 30405]]
PART 39--AIRWORTHINESS DIRECTIVES
0
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
0
2. The FAA amends Sec. 39.13 by adding the following new airworthiness
directive:
2022-11-03 Airbus SAS: Amendment 39-22053; Docket No. FAA-2022-0585;
Project Identifier MCAI-2022-00603-T.
(a) Effective Date
This airworthiness directive (AD) is effective June 3, 2022.
(b) Affected ADs
None.
(c) Applicability
This AD applies to Airbus SAS Model A350-941 and -1041
airplanes, certificated in any category, as identified in European
Union Aviation Safety Agency (EASA) Emergency AD 2022-0079-E, dated
May 5, 2022 (EASA Emergency AD 2022-0079-E).
(d) Subject
Air Transport Association (ATA) of America Code 27, Flight
controls.
(e) Unsafe Condition
This AD was prompted by an indication that both elevator
actuators of the PRIMary flight control computers (PRIMs) were
considered faulty due to incorrect instructions with a new PRIM
standard. The FAA is issuing this AD to address the faulty standard,
which could lead to loss of control of the elevator surfaces,
possibly resulting in loss of control 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, EASA Emergency AD 2022-0079-E.
(h) Exceptions to EASA Emergency AD 2022-0079-E
(1) Where EASA Emergency AD 2022-0079-E refers to its effective
date, this AD requires using the effective date of this AD.
(2) Where paragraph (1) of EASA Emergency AD 2022-0079-E
specifies to ``inform all flight crews, and, thereafter, operate the
aeroplane accordingly,'' this AD does not require those actions as
those actions are already required by existing FAA operating
regulations.
(3) Where paragraph (3) of EASA Emergency AD 2022-0079-E
specifies to ``implement the instructions of the MER, as defined in
[the EASA Emergency] AD,'' for this AD replace that phrase with
``revise the operator's existing FAA-approved minimum equipment list
(MEL) to incorporate the instructions of the MER.''
(4) Where paragraph (4) of EASA Emergency AD 2022-0079-E
specifies ``operating the aeroplane accordingly,'' this AD does not
require that action as that action is already required by existing
FAA operating regulations.
(5) The ``Remarks'' section of EASA Emergency AD 2022-0079-E
does not apply to this AD.
(i) Additional AD Provisions
The following provisions also apply to this AD:
(1) Alternative Methods of Compliance (AMOCs): The Manager,
Large Aircraft Section, 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 Large Aircraft Section, International Validation Branch, send it
to the attention of the person identified in paragraph (j) of this
AD. Information may be emailed to: <a href="/cdn-cgi/l/email-protection#033a2e4255502e424a512e3430332e424e4c40436562622d646c75"><span class="__cf_email__" data-cfemail="5b62761a0d08761a1209766c686b761a1614181b3d3a3a753c342d">[email protected]</span></a>.
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, Large Aircraft
Section, International Validation Branch, FAA; or EASA; or Airbus
SAS's EASA Design Organization Approval (DOA). If approved by the
DOA, the approval must include the DOA-authorized signature.
(j) Related Information
For more information about this AD, contact Dan Rodina,
Aerospace Engineer, Large Aircraft Section, International Validation
Branch, FAA, 2200 South 216th St., Des Moines, WA 98198; phone 206-
231-3225; email <a href="/cdn-cgi/l/email-protection#c084a1aeee92afa4a9aea180a6a1a1eea7afb6"><span class="__cf_email__" data-cfemail="0b4f6a652559646f62656a4b6d6a6a256c647d">[email protected]</span></a>.
(k) Material Incorporated by Reference
(1) The Director of the Federal Register approved the
incorporation by reference of the service information listed in this
paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
(2) You must use this service information as applicable to do
the actions required by this AD, unless this AD specifies otherwise.
(i) European Union Aviation Safety Agency (EASA) Emergency AD
2022-0079-E, dated May 5, 2022.
(ii) [Reserved]
(3) For EASA Emergency AD 2022-0079-E, contact EASA, Konrad-
Adenauer-Ufer 3, 50668 Cologne, Germany; telephone +49 221 8999 000;
email <a href="/cdn-cgi/l/email-protection#1253566152777361733c7767607d62733c7767"><span class="__cf_email__" data-cfemail="3e7f7a4d7e5b5f4d5f105b4b4c514e5f105b4b">[email protected]</span></a>; internet www.easa.europa.eu. You may find
this EASA AD on the EASA website at <a href="https://ad.easa.europa.eu">https://ad.easa.europa.eu</a>.
(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 that is incorporated by reference
at the National Archives and Records Administration (NARA). For
information on the availability of this material at NARA, email
<a href="/cdn-cgi/l/email-protection#a8ceda86c1c6dbd8cdcbdcc1c7c6e8c6c9dac986cfc7de"><span class="__cf_email__" data-cfemail="472135692e2934372224332e2829072926352669202831">[email protected]</span></a>, or go to <a href="https://www.archives.gov/federal-register/cfr/ibr-locations.html">https://www.archives.gov/federal-register/cfr/ibr-locations.html</a>.
Issued on May 13, 2022.
Gaetano A. Sciortino,
Deputy Director for Strategic Initiatives, Compliance & Airworthiness
Division, Aircraft Certification Service.
[FR Doc. 2022-10865 Filed 5-17-22; 4:15 pm]
BILLING CODE 4910-13-P
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