Federal Register / Vol. 86, No. 124 / Thursday, July 1, 2021 / Rules and Regulations 34933 

Act, 12 U.S.C. 1790d, as added by 

section 301 of the Credit Union 

Membership Access Act, Public Law 

105–219, 112 Stat. 913 (1998). 

(b) Purpose. This subpart provides for 

the phase in of the adverse effects on the 

regulatory capital of federally insured 

credit unions that may result from the 

adoption of the current expected credit 

losses (CECL) accounting methodology. 

(c) Scope. (1) The transition 

provisions of this subpart apply to 

Federally insured credit unions, 

whether Federally or State-chartered, 

including credit unions defined as 

‘‘new’’ pursuant to section 1790d(b)(2) 

that make charges for loan losses in 

accordance with: 

(i) Generally accepted accounting 

principles (GAAP) under 

§ 702.402(d)(1)(i); or 

(ii) In the case of Federally-insured, 

State-chartered credit unions, any other 

applicable standard under State law or 

regulation under § 702.402(d)(1)(ii)(B). 

(2) The transition provisions of this 

subpart do not apply to Federallyinsured credit unions, whether 

Federally or State-chartered, including 

credit unions defined as ‘‘new’’ 

pursuant to section 1790d(b)(2), that 

make charges for loan losses using a 

reasonable reserve methodology under 

§ 702.402(d)(1)(ii)(A). 

§ 702.702 Definitions. 

In addition to the definitions set forth 

in § 702.2, the following definitions 

apply to this subpart: 

Current Expected Credit Losses 

(CECL) means the current expected 

credit losses methodology under GAAP. 

CECL transitional amount means the 

decrease of a credit union’s retained 

earnings resulting from its adoption of 

CECL, as determined pursuant to 

§ 702.703(b). 

Transition period means the 12- 

quarter reporting period beginning the 

first day of the fiscal year in which the 

credit union adopts CECL. 

§ 702.703 CECL transition provisions. 

(a) Eligibility—The NCUA shall use 

the transition provisions of this subpart 

in determining a credit union’s net 

worth category under this part, as 

applicable, if: 

(1) The credit union has not adopted 

CECL before its first fiscal year 

beginning after December 15, 2022; and 

(2) The credit union records a 

reduction in retained earnings due to 

the adoption of CECL. 

(b) Determination of CECL transition 

amount. (1) For purposes of calculating 

the first three quarters of the transition 

period, as described in paragraph (c)(1) 

of this section, the CECL transitional 

amount is equal to the difference 

between the credit union’s retained 

earnings as of the beginning of the fiscal 

year in which the credit union adopts 

CECL and the credit union’s retained 

earnings as of the closing of the fiscal 

year immediately prior to the credit 

union’s adoption of CECL. 

(2) For purposes of calculating the 

fourth through twelfth quarters of the 

transition period, as described in 

paragraphs (c)(2) and (c)(3) of this 

section, the CECL transitional amount is 

equal to the difference between the 

credit union’s retained earnings as of 

the end of the fiscal year in which the 

credit union adopts CECL and the credit 

union’s retained earnings as of the 

beginning of its next fiscal year. 

(c) Calculation of CECL transition 

provision. In determining the net worth 

category of a credit union as provided 

in paragraph (a) of this section, the 

NCUA shall: 

(1) Increase retained earnings and 

total assets as reported on the Call 

Report for purposes of the net worth 

ratio by 100 percent of its CECL 

transitional amount during the first 

three quarters of the transition period 

(first three reporting quarters of the 

fiscal year in which the credit union 

adopts CECL); 

(2) Increase retained earnings and 

total assets as reported on the Call 

Report for purposes of the net worth 

ratio by sixty-seven percent of its CECL 

transitional amount during the second 

four quarters of the transition period 

(fourth reporting quarter of the fiscal 

year in which the credit union adopts 

CECL and first three reporting quarters 

of the next fiscal year); and 

(3) Increase retained earnings and 

total assets as reported on the Call 

Report for purposes of the net worth 

ratio by thirty-three percent of its CECL 

transitional amount during the final four 

quarters of the transition period. 

[FR Doc. 2021–13907 Filed 6–30–21; 8:45 am] 

BILLING CODE 7535–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2021–0540; Project 

Identifier MCAI–2021–00694–T; Amendment 

39–21635; AD 2021–14–08] 

RIN 2120–AA64 

Airworthiness Directives; Airbus SAS 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for all 

Airbus SAS Model A319–151N, A319– 

153N, A319–171N, A320–251N, A320– 

252N, A320–253N, A320–271N, A320– 

272N, A320–273N, A321–251N, A321– 

251NX, A321–252N, A321–252NX, 

A321–253N, A321–253NX, A321–271N, 

A321–271NX, A321–272N and A321– 

272NX airplanes. This AD was 

prompted by reports of an increasing 

number of operational disruptions due 

to airspeed discrepancies. This AD 

requires revising the existing airplane 

flight manual (AFM) to include a 

procedure to reinforce the airspeed 

check during the take-off phase and 

provide instructions to abort take-off in 

certain cases, 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 becomes effective July 

1, 2021. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of July 1, 2021. 

The FAA must receive comments on 

this AD by August 16, 2021. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, by any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

https://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE, 

Washington, DC 20590. 

• Hand Delivery: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For EASA material incorporated by 

reference (IBR) in this AD, contact 

EASA, Konrad-Adenauer-Ufer 3, 50668 

Cologne, Germany; telephone +49 221 

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

internet www.easa.europa.eu. You may 

find this IBR material on the EASA 

website at https://ad.easa.europa.eu. 

You may view this IBR 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 on 

the internet at https://

www.regulations.gov by searching for 


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34934 Federal Register / Vol. 86, No. 124 / Thursday, July 1, 2021 / Rules and Regulations 

and locating Docket No. FAA–2021– 

0540. 

Examining the AD Docket 

You may examine the AD docket on 

the internet at https://

www.regulations.gov by searching for 

and locating Docket No. FAA–2021– 

0540; 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, any 

comments received, and other 

information. The street address for 

Docket Operations is listed above. 

FOR FURTHER INFORMATION CONTACT: 

Sanjay Ralhan, Aerospace Engineer, 

Large Aircraft Section, International 

Validation Branch, FAA, 2200 South 

216th St., Des Moines, WA 98198; 

telephone and fax 206–231–3223; email 

Sanjay.Ralhan@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

EASA, which is the Technical Agent 

for the Member States of the European 

Union, has issued EASA AD 2021–0150, 

dated June 21, 2021; corrected June 25, 

2021 (EASA AD 2021–0150) (also 

referred to as the Mandatory Continuing 

Airworthiness Information, or the 

MCAI), to correct an unsafe condition 

for all Airbus SAS Model A319–151N, 

A319–153N, A319–171N, A320–251N, 

A320–252N, A320–253N, A320–271N, 

A320–272N, A320–273N, A321–251N, 

A321–251NX, A321–252N, A321– 

252NX, A321–253N, A321–253NX, 

A321–271N, A321–271NX, A321–272N 

and A321–272NX airplanes. 

EASA and Airbus issued various 

communication documents 

(respectively EASA Safety Information 

Bulletin (SIB) 2020–14, Airbus 

Operators Information Transmission 

(OIT) 999.0048/20, Airbus Operational 

Training Transmission (OTT) 999.0025/ 

21, and Airbus Flight Operations 

Transmission (FOT) 999.0020/21) to 

remind operators to apply appropriate 

procedures for returning airplanes to 

service from short term or long term 

storage/parking, including procedures to 

inspect the pitot static system. However, 

an increasing number of operational 

disruptions have been reported, due to 

contaminated air data system, caused by 

lack of application of appropriate 

maintenance procedures for returning 

airplanes to service. 

This AD was prompted by reports of 

an increasing number of operational 

disruptions due to airspeed 

discrepancies after airplanes have been 

parked or stored (a large number of 

airplanes have been parked or stored 

due to the COVID–19 pandemic). 

Consistent erroneous airspeed 

indications (which stands for 2 or 3 

pitot probes delivering erroneous speed 

information within the same speed 

range) may adversely affect airplane 

response, in particular during the 

rotation phase. The FAA is issuing this 

AD to address airspeed discrepancies, 

which could lead to an unstable flight 

path after take-off, possibly resulting in 

reduced control of the airplane. See the 

MCAI for additional background 

information. 

Related Service Information Under 1 

CFR Part 51 

EASA AD 2021–0150 describes 

procedures for, among other actions, 

revising the AFM to include a procedure 

to reinforce the airspeed check during 

the take-off phase and provide 

instructions to abort take-off in certain 

cases (e.g., an unreliable airspeed 

situation or certain airspeed 

differences). 

This material is reasonably available 

because the interested parties have 

access to it through their normal course 

of business or by the means identified 

in the ADDRESSES section. 

FAA’s Determination 

This product has been approved by 

the aviation authority of another 

country, and is approved for operation 

in the United States. Pursuant to the 

FAA’s bilateral agreement with the State 

of Design Authority, the FAA has been 

notified of the unsafe condition 

described in the MCAI referenced 

above. The FAA is issuing this AD 

because the FAA evaluated all pertinent 

information and determined the unsafe 

condition exists and is likely to exist or 

develop on other products of the same 

type design. 

Requirements of This AD 

This AD requires accomplishing the 

actions specified in EASA AD 2021– 

0150 described previously, as 

incorporated by reference, except for 

any differences identified as exceptions 

in the regulatory text of this AD and 

except as discussed under ‘‘Differences 

Between this AD and the MCAI.’’ 

Explanation of Required Compliance 

Information 

In the FAA’s ongoing efforts to 

improve the efficiency of the AD 

process, the FAA developed a process to 

use some civil aviation authority (CAA) 

ADs as the primary source of 

information for compliance with 

requirements for corresponding FAA 

ADs. The FAA has been coordinating 

this process with manufacturers and 

CAAs. As a result, EASA AD 2021–0150 

is incorporated by reference in this AD. 

This AD requires compliance with 

EASA AD 2021–0150 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 

AD 2021–0150 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 2021–0150. 

Service information required by EASA 

AD 2021–0150 for compliance will be 

available at https://www.regulations.gov 

by searching for and locating Docket No. 

FAA–2021–0540 after this AD is 

published. 

Differences Between This AD and the 

MCAI 

Paragraph (3) of EASA AD 2021–0150 

requires revising the minimum 

equipment list (MEL) to incorporate an 

EASA master minimum equipment list 

(MMEL) change to mandate that the 

integrated standby instrument system 

(ISIS) airspeed indication must be 

operative. However, the FAA MMEL 

does not provide relief for an 

inoperative ISIS airspeed indication 

function. Therefore, paragraph (3) of 

EASA AD 2021–0150 is unnecessary for 

this AD. 

EASA AD 2021–0150 requires 

operators to ‘‘inform all flight crews’’ of 

revisions to the AFM and thereafter to 

‘‘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 (ex: 14 CFR 121.137), and to 

ensure the pilots are familiar with the 

AFM (ex: 14 CFR 91.505). As with any 

other 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 no person may operate a 

civil aircraft without complying 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. Further, 

compliance with such requirements in 


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Federal Register / Vol. 86, No. 124 / Thursday, July 1, 2021 / Rules and Regulations 34935 

an AD would be impracticable to 

demonstrate or track on an ongoing 

basis; therefore, a requirement to 

operate the airplane in such a manner 

would be unenforceable. 

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 consistent erroneous 

airspeed indications may adversely 

affect airplane response, in particular 

during the rotation phase. This unsafe 

condition is particularly prevalent in 

the large number of airplanes that are 

returning to service after airplanes have 

been parked or stored due to the 

COVID–19 pandemic. Without 

reinforcing the airspeed check and 

providing instructions to abort take-off 

in certain cases, airspeed discrepancies 

could lead to an unstable flight path 

after take-off, possibly resulting in 

reduced control of the airplane. 

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. 

Comments Invited 

The FAA invites you to send any 

written relevant data, views, or 

arguments about this AD. Send your 

comments to an address listed under 

ADDRESSES. Include ‘‘Docket No. FAA– 

2021–0540; Project Identifier MCAI– 

2021–00694–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 https://

www.regulations.gov, 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 Sanjay Ralhan, 

Aerospace Engineer, Large Aircraft 

Section, International Validation 

Branch, FAA, 2200 South 216th St., Des 

Moines, WA 98198; telephone and fax 

206–231–3223; email Sanjay.Ralhan@

faa.gov. Any commentary that the FAA 

receives which is not specifically 

designated as CBI will be placed in the 

public docket for this rulemaking. 

Explanation of Special Flight Permit 

Limitation 

Once the compliance time specified 

in this AD has passed, special flight 

permits, as described in 14 CFR 21.197 

and 21.199, are not allowed. As a result 

of the COVID–19 pandemic, a large 

numbers of airplanes have been put in 

storage. For those airplanes removed 

from storage after the compliance time 

specified in this AD has passed, 

operators must incorporate the AFM 

revision required by this AD before 

further flight. 

Interim Action 

The FAA considers this AD interim 

action and further AD action might 

follow. 

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 204 airplanes of U.S. registry. 

The FAA estimates the following costs 

to comply with this AD: 

ESTIMATED COSTS FOR REQUIRED ACTIONS

Labor cost Parts cost Cost per 

product 

Cost on U.S. 

operators 

1 work-hour × $85 per hour = $85 .............................................................................................. $0 $85 $17,340 

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. 


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34936 Federal Register / Vol. 86, No. 124 / Thursday, July 1, 2021 / Rules and Regulations 

Regulatory Findings 

The FAA determined that 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. 

Adoption of 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: 

2021–14–08 Airbus SAS: Amendment 39– 

21635; Docket No. FAA–2021–0540; 

Project Identifier MCAI–2021–00694–T. 

(a) Effective Date 

This airworthiness directive (AD) becomes 

effective July 1, 2021. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to all Airbus SAS Model 

A319–151N, A319–153N, A319–171N, A320– 

251N, A320–252N, A320–253N, A320–271N, 

A320–272N, A320–273N, A321–251N, A321– 

251NX, A321–252N, A321–252NX, A321– 

253N, A321–253NX, A321–271N, A321– 

271NX, A321–272N and A321–272NX 

airplanes, certificated in any category. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 34, Navigation. 

(e) Reason 

This AD was prompted by reports of an 

increasing number of operational disruptions 

due to airspeed discrepancies that have 

occurred due to the large number of airplanes 

returning to service after airplanes have been 

parked or stored (a large number of airplanes 

have been parked or stored due to the 

COVID–19 pandemic). The FAA is issuing 

this AD to address airspeed discrepancies, 

which could lead to an unstable flight path 

after take-off, 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 2021–0150, dated 

June 21, 2021; corrected June 25, 2021 (EASA 

AD 2021–0150). 

(h) Exceptions to EASA AD 2021–0150 

(1) Where EASA AD 2021–0150 refers to its 

effective date, this AD requires using the 

effective date of this AD. 

(2) Paragraph (1) of EASA AD 2021–0150 

specifies amending ‘‘the applicable AFM 

[airplane flight manual],’’ but this AD 

requires amending ‘‘the existing applicable 

AFM and applicable corresponding 

operational procedures.’’ 

(3) Paragraph (3) of EASA AD 2021–0150 

does not apply to this AD. 

(4) The ‘‘Remarks’’ section of EASA AD 

2021–0150 does not apply to this AD. 

(5) Where paragraph (1) of EASA AD 2021– 

0150 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. 

(i) Special Flight Permit 

Special flight permits, as described in 14 

CFR 21.197 and 21.199, are not allowed after 

7 days after the effective date of this AD 

unless the AFM revision required by 

paragraph (g) of this AD is accomplished. 

(j) Other 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 

information directly to the Large Aircraft 

Section, International Validation Branch, 

send it to the attention of the person 

identified in paragraph (k) of this AD. 

Information may be emailed to: 9-AVS-AIR730-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, 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 (j)(2) of this AD, if 

any service information contains procedures 

or tests that are identified as RC, those 

procedures and tests must be done to comply 

with this AD; any procedures or tests that are 

not identified as RC are recommended. Those 

procedures and tests that are 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 procedures and tests identified as RC can 

be done and the airplane can be put back in 

an airworthy condition. Any substitutions or 

changes to procedures or tests identified as 

RC require approval of an AMOC. 

(k) Related Information 

For more information about this AD, 

contact Sanjay Ralhan, Aerospace Engineer, 

Large Aircraft Section, International 

Validation Branch, FAA, 2200 South 216th 

St., Des Moines, WA 98198; telephone and 

fax 206–231–3223; email Sanjay.Ralhan@

faa.gov. 

(l) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) 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) AD 2021–0150, dated June 21, 2021; 

corrected June 25, 2021. 

(ii) [Reserved] 

(3) For EASA AD 2021–0150, contact 

EASA, Konrad-Adenauer-Ufer 3, 50668 

Cologne, Germany; telephone +49 221 8999 

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

www.easa.europa.eu. You may find this 

EASA AD on the EASA website at https://

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. This material may be found 

in the AD docket on the internet at https:// 

www.regulations.gov by searching for and 

locating Docket No. FAA–2021–0540. 

(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 fedreg.legal@

nara.gov, or go to: https://www.archives.gov/ 

federal-register/cfr/ibr-locations.html. 

Issued on June 28, 2021. 

Lance T. Gant, 

Director, Compliance & Airworthiness 

Division, Aircraft Certification Service. 

[FR Doc. 2021–14158 Filed 6–29–21; 11:15 am] 

BILLING CODE 4910–13–P 


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