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Proposed Rule2022-11550

Airworthiness Directives; Airbus SAS Airplanes

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Published

June 1, 2022

Issuing agencies

Transportation DepartmentFederal Aviation Administration

Abstract

The FAA is revising an earlier proposal to supersede Airworthiness Directive (AD) 2020-18-04, which applies to all Airbus SAS Model A350-941 and -1041 airplanes. This action revises the notice of proposed rulemaking (NPRM) by requiring a modification (replacement of each affected slat power control unit (PCU) with a slat PCU having a different part number), requiring an inspection report, and revising the limitations on the installation of affected parts, as specified in a European Union Aviation Safety Agency (EASA) AD, which is proposed for incorporation by reference. The FAA is proposing this AD to address the unsafe condition on these products. Since these actions would impose an additional burden over those in the NPRM, the FAA is reopening the comment period to allow the public the chance to comment on these changes.

Full Text

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<title>Federal Register, Volume 87 Issue 105 (Wednesday, June 1, 2022)</title>
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[Federal Register Volume 87, Number 105 (Wednesday, June 1, 2022)]
[Proposed Rules]
[Pages 33076-33080]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 2022-11550]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2021-0833; Project Identifier MCAI-2021-00245-T]
RIN 2120-AA64

Airworthiness Directives; Airbus SAS Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Supplemental notice of proposed rulemaking (SNPRM); reopening
of comment period.

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SUMMARY: The FAA is revising an earlier proposal to supersede
Airworthiness Directive (AD) 2020-18-04, which applies to all Airbus
SAS Model A350-941 and -1041 airplanes. This action revises the notice
of proposed rulemaking (NPRM) by requiring a modification (replacement
of each affected slat power control unit (PCU) with a slat PCU having a
different part number), requiring an inspection report, and revising
the limitations on the installation of affected parts, as specified in
a European Union Aviation Safety Agency (EASA) AD, which is proposed
for incorporation by reference. The FAA is proposing this AD to address
the unsafe condition on these products. Since these actions would
impose an additional burden over those in the NPRM, the FAA is
reopening the comment period to allow the public the chance to comment
on these changes.

DATES: The FAA must receive comments on this SNPRM by July 18, 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.
<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 EASA material that will be 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#dc9d98af9cb9bdafbdf2b9a9aeb3acbdf2b9a9">[email&#160;protected]</a>; internet
www.easa.europa.eu. You may find this 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-2021-0833.

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-2021-0833; 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 SNPRM, 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; telephone and fax 206-231-3225; email
<a href="/cdn-cgi/l/email-protection#dbbfbab5f5a9b4bfb2b5ba9bbdbabaf5bcb4ad">[email&#160;protected]</a>.

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 ADDRESSES. Include ``Docket No. FAA-2021-0833; Project Identifier
MCAI-2021-00245-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
<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 SNPRM.

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 Dan
Rodina, Aerospace Engineer, Large Aircraft Section, International
Validation Branch, FAA, 2200 South 216th St., Des Moines, WA 98198;
telephone and fax 206-231-3225; email <a href="/cdn-cgi/l/email-protection#95f1f4fbbbe7faf1fcfbf4d5f3f4f4bbf2fae3">[email&#160;protected]</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

The FAA issued AD 2020-18-04, Amendment 39-21225 (85 FR 54896,
September 3, 2020) (AD 2020-18-04), which applies to all Airbus SAS
Model A350-941 and -1041 airplanes. AD 2020-18-04 requires a one-time
health check of the slat PCU torque sensing unit (TSU) for
discrepancies, and corrective actions if necessary; a detailed
inspection of the left-hand (LH) and right-hand (RH) slat transmission
systems for discrepancies, and corrective actions if necessary; and LH
and RH track 12 slat gear rotary actuator (SGRA) water drainage and
vent plug cleaning (which includes an inspection for moisture).
The FAA issued an NPRM to amend 14 CFR part 39 by adding an AD to
supersede AD 2020-18-04 that would apply to all Airbus SAS Model A350-
941 and -1041 airplanes. The NPRM published in the Federal Register on
September 30, 2021 (86 FR 54136) (the NPRM). The NPRM was prompted by a
determination that the one-time health check must be repetitive instead
to monitor the TSU wear, and that the water drainage and vent plug
cleaning is no longer required. The NPRM proposed to require repetitive
health checks of the slat PCU TSU, a detailed visual inspection of the
slat transmission systems, and corrective actions if necessary.

Actions Since the NPRM Was Issued

Since the FAA issued the NPRM, EASA determined that requiring
modification of the PCU by replacing

[[Page 33077]]

each affected slat PCU with a serviceable PCU (one having a different
part number) is necessary. EASA issued a new AD to require this
modification. In addition, in its new AD, EASA clarified the
limitations related to when an affected slat PCU may be installed on an
airplane.
EASA, which is the Technical Agent for the Member States of the
European Union, has issued EASA AD 2021-0275, dated December 10, 2021
(EASA AD 2021-0275) (also referred to after this as the MCAI), to
correct an unsafe condition for all Airbus SAS Model A350-941 and -1041
airplanes. You may examine the MCAI in the AD docket on the internet at
<a href="https://www.regulations.gov">https://www.regulations.gov</a> by searching for and locating Docket No.
FAA-2021-0833.
This proposed AD was prompted by a report of a slat system jam
during landing, the determination that health checks must be repetitive
to monitor TSU wear, and the development of a modification that
terminates the repetitive health checks. The FAA is proposing this AD
to address a slat system jam during landing, which could lead to a
double shaft disconnection/rupture, potentially causing one or more
slat surfaces to be no longer connected to either the slat wing tip
brake or the slat PCU, possibly resulting in reduced control of the
airplane. See the MCAI for additional background information.

Explanation of Retained Requirements

Although this proposed AD does not explicitly restate the
requirements of AD 2020-18-04, this proposed AD would retain certain
requirements of AD 2020-18-04. Those requirements are referenced in
EASA AD 2021-0275, which, in turn, is referenced in paragraph (g) of
this proposed AD.

Related Service Information Under 1 CFR Part 51

EASA AD 2021-0275 specifies procedures for repetitive health checks
of the slat PCU TSU for discrepancies, and corrective actions
(replacement) if necessary; a detailed visual inspection of the LH and
RH slat transmission systems for discrepancies, inspection report, and
corrective actions (repair) if necessary; and a modification of the PCU
(replacement of each slat PCU having part number (P/N) 4785A0000-04 or
4785A0000-05 with a slat PCU having P/N 4785A0000-06), which terminates
the repetitive health checks. EASA AD 2021-0275 also specifies
limitations for installing affected slat PCUs. 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.

Comments

The FAA received comments from one commenter, Air Line Pilots
Association, International (ALPA), who supported the NPRM without
change.
The FAA received additional comments from a commenter, Delta Air
Lines (Delta). The following presents the comments received on the NPRM
and the FAA's response to each comment.

Request To Refer to Most Recent MCAI

Delta requested that the FAA wait to publish the final rule until
EASA releases an updated AD, and then revise paragraph (g) of the
proposed AD to reference the new EASA AD instead. Delta noted that EASA
planned AD (PAD) 21-157 proposed to supersede EASA AD 2021-0053R1,
dated April 19, 2021 (EASA AD 2021-0053R1), which was specified in the
NPRM. Delta reasoned that issuing two FAA ADs within a short period of
time would create unnecessary paperwork and processing time.
The FAA agrees to reference the new MCAI. As discussed in the
Actions Since the NPRM was Issued portion of this SNPRM, EASA has
issued EASA AD 2021-0275 to add a modification action, and the FAA has
determined that it is necessary to include the new action in the
proposed requirements. The FAA has revised this SNPRM to reference EASA
AD 2021-0275.

Request To Correct Reference to an Appendix

Delta requested that an exception to paragraph (h) of the proposed
AD be provided to correct a reference in paragraph (4) of EASA AD 2021-
0053R1. Delta requested that the exception remove reference to
``Appendix 5 of the AOT,'' which does not exist in Airbus Alert
Operators Transmission A27P016-20, Revision 02, dated July 19, 2021,
and instead, reference the title of the appendix.
The FAA agrees to revise paragraph (h) of this proposed AD.
Paragraph (4) of EASA AD 2021-0275 also references an appendix number
instead of the appendix title. The FAA has added paragraph (h)(3) to
this proposed AD.

Request To Detail Corrective Actions

Delta requested that the FAA coordinate with Airbus to provide
instructions for the complete slat transmission system inspection and
corrective action. Delta stated that information should be added to the
airplane maintenance manual (AMM) or provided in a technical
information letter, and then addressed in the proposed AD with a new
exception paragraph. Delta stated that Airbus Alert Operators
Transmission A27P016-20, Revision 02, dated July 19, 2021, specifies
that if there are any findings, the complete slat transmission system
would have to be inspected and any damaged parts replaced. Delta
reasoned that since EASA AD 2021-0053R1 states to contact Airbus for
corrective action, Airbus might have instructions for the complete slat
transmission. Delta noted that providing those instructions in advance
would be beneficial to operators because of reduced delays in waiting
for instructions.
The FAA disagrees with the request. The FAA notes that Airbus Alert
Operators Transmission A27P016-20, Revision 02, dated July 19, 2021,
specifies that ``it is expected that'' the complete slat transmission
system would have to be inspected and any damaged parts replaced, not
that these actions will be required. The corrective action instructions
that would be provided are dependent on the inspection findings and
would not be transferrable to other airplanes without further review.
The FAA has not changed this proposed AD in this regard.

Request To Revise Paragraph (g) of Proposed AD

Delta requested that paragraph (g) of the proposed AD be revised to
include reference to paragraph (i) of the proposed AD in regards to
exceptions. Delta stated that if paragraph (g) of the proposed AD does
not identify both paragraphs (h) and (i) of the proposed AD as
exceptions, there could be confusion if only one exclusionary paragraph
is identified in paragraph (g).
The FAA agrees. The FAA has revised paragraph (g) of the proposed
AD to add reference to paragraph (i) of the proposed AD.

Request To Remove Calendar Time From Compliance Times

Delta requested the FAA revise the proposed AD to add a new
exception removing a calendar-based compliance time to paragraph (h) of
the proposed AD. Delta specified a request for removal of the 6-month
compliance time specified in table 1 of EASA AD 2021-0053R1. Delta
reasoned that the 6-month compliance time is irrelevant to the
airworthiness of the airplane and an unnecessary burden to operators
because slat PCU failure is associated with operation cycles and the
wear-out mode for the TSU is flight cycles.
The FAA disagrees with the request. The operator did not provide
data to

[[Page 33078]]

substantiate its request. EASA, as the State of Design Authority for
these airplanes, based on a risk assessment, determined the compliance
time provides an acceptable level of safety. In addition, the FAA
considered not only the urgency associated with the subject unsafe
condition, but also the manufacturer's and EASA's recommendations.
After considering all the available information, the FAA determined
that the compliance time, as proposed, represents an appropriate
interval of time in which the required actions can be performed in a
timely manner within the affected fleet, while still maintaining an
adequate level of safety. However, under the provisions of paragraph
(i) of this proposed AD, the FAA may consider requests for an
alternative method of compliance (AMOC) after the publication of the
final rule. The FAA has not revised this proposed AD in this regard.

Request To Clarify MCAI Wording in Note 2 of MCAI

Delta requested adding an exception to paragraph (h) of the
proposed AD to revise wording in note 2 of EASA AD 2021-0053R1. Delta
suggested revising the phrase ``certificate of release accompanying the
replacement part will clarify'' to ``. . . may be used to clarify.''
Delta stated that it interprets the intention of note 2 of EASA AD
2021-0053R1 is to provide an additional means of calculating the
compliance time of the next TSU health check. Delta added that leaving
the wording as-is could lead to interpreting note 2 as an AD
requirement and mandate that the operator ensure all future
certificates of release include this clarifying information.
The FAA agrees with the commenter's request and notes that the same
wording exists in EASA AD 2021-0275. The FAA has added paragraph (h)(4)
to this proposed AD to provide the requested clarification.

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 the State of Design Authority,
the FAA has been notified of the unsafe condition described in the MCAI
and service information referenced above. The FAA is proposing this AD
because the FAA evaluated all pertinent information and determined an
unsafe condition exists and is likely to exist or develop on other
products of the same type design.
Certain changes described above expand the scope of the NPRM. As a
result, the FAA has determined that it is necessary to reopen the
comment period to provide additional opportunity for the public to
comment on this SNPRM.

Proposed AD Requirements of This SNPRM

This proposed AD would require accomplishing the actions specified
in EASA AD 2021-0275 described previously, except for any differences
identified as exceptions in the regulatory text of this proposed AD.
This proposed AD would also limit the installation of affected parts
under certain conditions. Finally, this proposed AD would require
reporting all inspection results to Airbus.

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 2021-0275 by reference in the FAA
final rule. This proposed AD would, therefore, require compliance with
EASA AD 2021-0275 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 EASA AD 2021-0275 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 2021-
0275. Service information required by EASA AD 2021-0275 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-2021-0833 after the FAA final rule is
published.

Interim Action

The preamble to the AD 2020-18-04 explains that the FAA considers
those requirements ``interim action'' and that the manufacturer is
developing a final action to address the unsafe condition. That AD
explains that the FAA might consider further rulemaking if a final
action is identified. The same explanation was in the preamble of the
NPRM. Since the FAA issued AD 2020-18-04 and the NPRM, the manufacturer
has developed a modification to the PCU, and the FAA has determined
that further rulemaking is indeed necessary; this proposed AD follows
from that determination.

Costs of Compliance

The FAA estimates that this proposed AD affects 15 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
----------------------------------------------------------------------------------------------------------------
Up to 40 work-hours x $85 per hour = $275,300 Up to $278,700............. Up to $4,180,500.
$3,400.
----------------------------------------------------------------------------------------------------------------
* Table does not include estimated costs for reporting.

The FAA estimates that it would take about 1 work-hour per product
to comply with the proposed reporting requirement in this proposed AD.
The average labor rate is $85 per hour. Based on these figures, the FAA
estimates the cost of reporting the inspection results on U.S.
operators to be up to $1,275, or $85 per product.
The FAA has received no definitive data on which to base the cost
estimates for the on-condition repairs specified in this proposed AD.
According to the manufacturer, some or all of the costs of this
proposed AD may be covered under warranty, thereby reducing the cost
impact on affected individuals. The FAA does not control warranty
coverage for affected individuals. As a result, the FAA has included
all known costs in the cost estimate.

[[Page 33079]]

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 current 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

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

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:
0
a. Removing Airworthiness Directive (AD) 2020-18-04, Amendment 39-21225
(85 FR 54896, September 3, 2020); and
0
b. Adding the following new AD:

Airbus SAS: Docket No. FAA-2021-0833; Project Identifier MCAI-2021-
00245-T.

(a) Comments Due Date

The FAA must receive comments on this airworthiness directive
(AD) by July 18, 2022.

(b) Affected ADs

This AD replaces AD 2020-18-04, Amendment 39-21225 (85 FR 54896,
September 3, 2020) (AD 2020-18-04).

This AD applies to all Airbus SAS Model A350-941 and -1041
airplanes, certificated in any category.

(d) Subject

Air Transport Association (ATA) of America Code 27, Flight
Controls.

(e) Reason

This AD was prompted by a report of a slat system jam during
landing, the determination that health checks must be repetitive to
monitor torque sensor unit (TSU) wear, and the development of a
modification that terminates the repetitive health checks. The FAA
is issuing this AD to address a slat system jam during landing,
which could lead to a double shaft disconnection/rupture,
potentially causing one or more slat surfaces to be no longer
connected to either the slat wing tip brake or the slat power
control unit (PCU), possibly resulting in reduced 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, European Union Aviation Safety Agency (EASA) AD
2021-0275, dated December 10, 2021 (EASA AD 2021-0275).

(h) Exceptions to EASA AD 2021-0275

(1) Where EASA AD 2021-0275 refers to March 11, 2021 (the
effective date of EASA AD 2021-0053, dated February 25, 2021), this
AD requires using the effective date of this AD.
(2) Where paragraph (2) of EASA AD 2021-0275 specifies
compliance times for accomplishment of certain actions, replace the
text ``but not exceeding the compliance time for the repeat health
check as determined in accordance with the instructions of AOT
[Alert Operators Transmission] A27P015-20, or AOT A27P016-20,'' with
``but within the applicable compliance time specified in paragraph
4.2.3.1 of AOT A27P015-20; or 4.2.2.2.2 or 4.2.2.3.2 of AOT A27P016-
20; as applicable.''
(3) Where paragraph (4) of EASA AD 2021-0275 specifies
``Appendix 5 of the AOT,'' use ``the Appendix labeled TSU Condition
Check Flowchart of the AOT.''
(4) Where note 2 of EASA AD 2021-0275 states that the
certificate of release accompanying a replacement part ``will
clarify,'' use ``may be used to clarify.''
(5) The ``Remarks'' section of EASA AD 2021-0275 does not apply
to this AD.
(6) Where EASA AD 2021-0275 refers to its effective date, this
AD requires using the effective date of this AD.
(7) Where any service information referenced in EASA AD 2021-
0275 specifies reporting, this AD requires only reporting of damage
findings at the applicable time specified in paragraph (h)(7)(i) or
(ii) of this AD. If operators have reported findings as part of
obtaining any corrective actions approved by Airbus SAS's EASA
Design Organization Approval (DOA), operators are not required to
report those findings as specified in this paragraph.
(i) If the inspection was done on or after the effective date of
this AD: Submit the report within 30 days after the inspection.
(ii) If the inspection was done before the effective date of
this AD: Submit the report within 30 days after the effective date
of this AD.

(i) Additional FAA 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

[[Page 33080]]

information directly to the Large Aircraft Section, International
Validation Branch, send it to the attention of the person identified
in paragraph (j)(2) of this AD. Information may be emailed to: <a href="/cdn-cgi/l/email-protection#b78e9af6e1e49af6fee59a8084879af6faf8f4f7d1d6d699d0d8c1">[email&#160;protected]</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.
(3) Required for Compliance (RC): Except as required by
paragraph (i)(2) of this AD, if any service information referenced
in EASA AD 2021-0275 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) Related Information

(1) For EASA AD 2021-0275, contact EASA, Konrad-Adenauer-Ufer 3,
50668 Cologne, Germany; telephone +49 221 8999 000; email
<a href="/cdn-cgi/l/email-protection#2564615665404456440b4050574a55440b4050">[email&#160;protected]</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>. 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. This material may be found in the AD docket at <a href="https://www.regulations.gov">https://www.regulations.gov</a> by searching for and locating Docket No. FAA-
2021-0833.
(2) 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; telephone
and fax 206-231-3225; email <a href="/cdn-cgi/l/email-protection#5a3e3b347428353e33343b1a3c3b3b743d352c">[email&#160;protected]</a>.

Issued on May 24, 2022.
Gaetano A. Sciortino,
Deputy Director for Strategic Initiatives, Compliance & Airworthiness
Division, Aircraft Certification Service.
[FR Doc. 2022-11550 Filed 5-31-22; 8:45 am]
BILLING CODE 4910-13-P

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