Federal Register / Vol. 87, No. 72 / Thursday, April 14, 2022 / Rules and Regulations 22117 

certification requirements of 14 CFR 

part 36. 

The FAA issues special conditions, as 

defined in 14 CFR 11.19, in accordance 

with § 11.38, and they become part of 

the type certification basis under 

§ 21.17(a)(2). 

Novel or Unusual Design Features 

The Dassault Aviation Model Falcon 

6X airplane will incorporate the 

following novel or unusual design 

features: 

An Electronic Flight Control System 

(EFCS) that limits pitch and roll 

functions to prevent the airplane from 

attaining certain pitch attitudes and roll 

angles. 

Discussion 

Part 25 of 14 CFR does not 

specifically relate to flight 

characteristics associated with fixedattitude limits. The Dassault Aviation 

Model Falcon 6X airplane will 

incorporate pitch and roll attitudelimiting functions, via the Electronic 

Flight Control System (EFCS) normal 

modes, to prevent airplane pitch 

attitudes greater than +30 degrees and 

less than ¥15 degrees, and roll angles 

greater than plus or minus 67 degrees. 

In addition, positive spiral stability is 

introduced for roll angles greater than 

35 degrees at speeds below VMO/MMO. 

At speeds greater than VMO and up to 

VDF, maximum aileron control force is 

limited to only 45 degrees maximum 

bank angle. 

The installed attitude-limiting 

functions are designed such that, at VMO

+ 6 knots or MMO + 0.012, an automatic 

nose-up pitch is applied with phase 

advance in case of high acceleration. 

The speed stabilizes at VD/MD if the 

stick is full forward, or the speed will 

return to VMO/MMO if the stick is 

released. 

The basic envelope-protection 

requirement, historically applied, is to 

not unduly limit the maneuver 

capability of the airplane, nor interfere 

with its ability to perform maneuvers 

required for normal and emergency 

operations. The design details for the 

Dassault Model Falcon 6X support the 

objective of not unduly limiting the 

maneuver capability, while also 

protecting the airplane from adverse 

attitudes. 

These special conditions are in 

addition to the requirements of 14 CFR 

25.143. These special conditions 

contain the additional safety standards 

that the Administrator considers 

necessary to establish a level of safety 

equivalent to that established by the 

existing airworthiness standards. 

Applicability 

As discussed above, these special 

conditions are applicable to the Dassault 

Model Falcon 6X airplane. Should 

Dassault apply at a later date for a 

change to the type certificate to include 

another model incorporating the same 

novel or unusual design feature, these 

special conditions would apply to that 

model as well. 

Conclusion 

This action affects only a certain 

novel or unusual design feature on one 

model of airplane. It is not a rule of 

general applicability. 

List of Subjects in 14 CFR Part 25 

Aircraft, Aviation safety, Reporting 

and recordkeeping requirements. 

Authority Citation 

The authority citation for these 

special conditions is as follows: 

Authority: 49 U.S.C. 106(f), 106(g), 40113, 

44701, 44702, 44704. 

The Special Conditions 

Accordingly, pursuant to the 

authority delegated to me by the 

Administrator, the following special 

conditions are issued as part of the type 

certification basis for Dassault Aviation 

Model Falcon 6X airplanes. 

In addition to § 25.143, the following 

requirements apply: 

1. The pitch-limiting function must 

not impede normal maneuvering for 

pitch angles up to the maximum 

required for normal maneuvering, 

including a normal all-enginesoperating takeoff, plus a suitable margin 

to allow for satisfactory speed control. 

2. The pitch- and roll-limiting 

functions must not restrict, or prevent 

attaining pitch attitudes necessary for, 

emergency maneuvering, or roll angles 

up to 66 degrees with flaps up, or 60 

degrees with flaps down. Spiral 

stability, which is introduced above 35 

degrees roll angle, must not require 

excessive pilot strength to achieve these 

roll angles. Other protections, which 

further limit the roll capability under 

certain extreme angle-of-attack, attitude, 

or high-speed conditions, are 

acceptable, if they allow at least 45 

degrees of roll capability. 

Issued in Kansas City, Missouri, on April 

8, 2022. 

Patrick R. Mullen, 

Manager, Technical Innovation Policy 

Branch, Policy and Innovation Division, 

Aircraft Certification Service. 

[FR Doc. 2022–07932 Filed 4–13–22; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2021–0663; Project 

Identifier MCAI–2020–01618–T; Amendment 

39–21996; AD 2022–07–08] 

RIN 2120–AA64 

Airworthiness Directives; Airbus SAS 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: The FAA is superseding 

Airworthiness Directive (AD) 2016–17– 

12, which applied to all Airbus SAS 

Model A318 series airplanes; Model 

A319–111, –112, –113, –114, –115, 

–131, –132, and –133 airplanes; Model 

A320–211, –212, –214, –231, –232, and 

–233 airplanes; and Model A321–111, 

–112, –131, –211, –212, –213, –231, and 

–232 airplanes. AD 2016–17–12 

required inspecting certain trimmable 

horizontal stabilizer actuators (THSAs) 

to determine the number of total flight 

cycles the THSA has accumulated, and 

replacing the THSA if necessary. Since 

the FAA issued AD 2016–17–12, the 

FAA has determined that a more 

restrictive airworthiness limitations is 

necessary for carbon friction disks on 

the no-back brake (NBB) of the THSA. 

This AD continues to require the 

inspections of the THSAs and 

replacement if necessary. This AD also 

requires revising the existing 

maintenance or inspection program, as 

applicable, to incorporate new or more 

restrictive airworthiness limitations; as 

specified in a European Union Aviation 

Safety Agency (EASA) AD, which is 

incorporated by reference. This AD also 

limits the installation of affected parts 

under certain conditions. The FAA is 

issuing this AD to address the unsafe 

condition on these products. 

DATES: This AD is effective May 19, 

2022. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of May 19, 2022. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain other publication listed in 

this AD as of September 30, 2016 (81 FR 

58823, August 26, 2016). 

ADDRESSES: For EASA material 

incorporated by reference (IBR) in this 

AD, contact EASA, Konrad-AdenauerUfer 3, 50668 Cologne, Germany; 

telephone +49 221 8999 000; email 


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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. For Airbus 

service information identified in this 

final rule, contact Airbus SAS, 

Airworthiness Office—EIAS, RondPoint Emile Dewoitine No: 2, 31700 

Blagnac Cedex, France; telephone +33 5 

61 93 36 96; fax +33 5 61 93 44 51; email 

account.airworth-eas@airbus.com; 

internet https://www.airbus.com. 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 

https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2021–0663. For the UTC 

Aerospace Systems material identified 

in this AD that will not be incorporated 

by reference, contact Collins Aerospace, 

Product Support Department 13, 

Avenue de L’Eguillette—Saint-Ouen 

L’Aumone, Boite Postale 7186 95056 

Cergy Pontoise Cedex, France; 

telephone 1–877–808–7575; email crc@

collins.com; internet https://

www.collinsaerospace.com/support. 

Examining the AD Docket 

You may examine the AD docket at 

https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2021–0663; 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. 

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 2020–0270, 

dated December 7, 2020 (EASA AD 

2020–0270) (also referred to as the 

MCAI), to correct an unsafe condition 

for all Airbus SAS 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; and Model 

A321–111, –112, –131, –211, –212, 

–213, –231, –232, –251N, –251NX, 

–252N, –252NX, –253N, –253NX, 

–271N, –271NX, –272N, and –272NX 

airplanes. Model A320–215 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 FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to supersede AD 2016–17–12, 

Amendment 39–18625 (81 FR 58823, 

August 26, 2016) (AD 2016–17–12). AD 

2016–17–12 applied to all Airbus SAS 

Model A318 series airplanes; Model 

A319–111, –112, –113, –114, –115, 

–131, –132, and –133 airplanes; Model 

A320–211, –212, –214, –231, –232, and 

–233 airplanes; and Model A321–111, 

–112, –131, –211, –212, –213, 231, and 

–232 airplanes. The NPRM published in 

the Federal Register on August 13, 2021 

(86 FR 44663). Since the FAA issued AD 

2016–17–12, new investigations 

determined that the compliance time for 

removal from service and replacement 

of certain carbon friction disks on the 

NBB of the THSA must be reduced. This 

replacement was required by AD 2016– 

17–12. This replacement, and newly 

reduced compliance time, have now 

been incorporated into Airbus A318/ 

A319/A320/A321 Airworthiness 

Limitations Section (ALS) Part 4 

Variation 7.1, dated October 5, 2020, as 

ALS limitation task 274000–00004–1–E. 

The NPRM was prompted by a 

determination that a more restrictive 

airworthiness limitations is necessary 

for the carbon friction disks on the NBB 

of the THSA. The NPRM proposed to 

retain the requirements of AD 2016–17– 

12; and also require revising the existing 

maintenance or inspection program, as 

applicable, to incorporate a more 

restrictive airworthiness limitations, as 

specified in EASA AD 2020–0270. The 

NPRM also proposed to limit the 

installation of affected parts under 

certain conditions. 

The NPRM also specified that revising 

the existing maintenance or inspection 

program, as applicable, to incorporate 

the more restrictive airworthiness 

limitation would terminate the ALS 

limitation task 274000–00004–1–E for 

the THSA, as required by paragraph (i) 

of AD 2020–21–10, Amendment 39– 

21283 (85 FR 65190, October 15, 2020) 

(AD 2020–21–10). The new 

airworthiness limitation for ALS 

limitation task 274000–00004–1–E 

specified in the NPRM reduces the 

compliance times and expands the 

applicability for the task. 

The FAA is issuing this AD to address 

premature wear of the carbon friction 

disks on the no-back brake (NBB) of the 

THSA, which could lead to reduced 

braking efficiency in certain load 

conditions, and, in conjunction with the 

inability of the power gear train to keep 

the ball screw in its last commanded 

position, could result in uncommanded 

movements of the trimmable horizontal 

stabilizer and loss of control of the 

airplane. See the MCAI for additional 

background information. 

Discussion of Final Airworthiness 

Directive 

Comments 

The FAA received comments from 

two commenters, including Air Line 

Pilots Association, International (ALPA) 

and United Airlines, who supported the 

NPRM without change. 

The FAA received additional 

comments from two commenters, 

including Alaska Airlines (Alaska) and 

Delta Air Lines (Delta). The following 

presents the comments received on the 

NPRM and the FAA’s response to each 

comment. 

Request To Remove Paragraph (m)(7) of 

the Proposed AD 

Alaska and Delta requested removal of 

paragraph (m)(7) of the proposed AD. 

Alaska stated that removing paragraph 

(m)(7) of the proposed AD would 

alleviate any confusion that would 

result from the FAA’s exception to the 

EASA AD, and would also address any 

burden on U.S. operators having leased 

airplanes that have a return condition 

that those airplanes are in compliance 

with both the FAA and EASA’s AD. 

Alaska noted that the vendor service 

bulletin, UTC Service Bulletin 47145– 

27–17, must be used for the NBB carbon 

disk replacement on a THSA assembly 

and referred to the Accomplishment 

Instructions of Airbus Service Bulletin 

A320–27–1242, which states to ‘‘send to 

the supplier the THSA (FIN 9CE) for 

modification in accordance with’’ the 

vendor service bulletin. Delta added 

that the airworthiness limitations 

section (ALS) variation references the 

UTC service information. Delta noted 

that a similar exception was not 

included in AD 2020–21–10, 

Amendment 39–21283 (85 FR 65190, 

October 15, 2020) (AD 2020–21–10), so 

it should not be added now. Delta also 

stated that paragraph (l)(2) of the 

proposed AD could be affected if 


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paragraph (m)(7) of the proposed AD is 

removed. 

The FAA disagrees. ALS limitation 

task 274000–00004–1–E specifies that 

the replacement can be done using ‘‘SB 

A320–27–1242 or VSB [vendor service 

bulletin] 47145–27–17.’’ The exception 

stated in paragraph (m)(7) of this AD 

removes the allowance in ALS 

limitation task 274000–00004–1–E to 

use only the UTC service information 

(‘‘VSB 47145–27–17’’) as a means to 

show compliance with the requirements 

of this AD. The UTC service information 

referred to certain information on 

testing and fault isolation as a source of 

information, but did not require doing 

those tests, which would have led to 

compliance being voluntary for those 

actions. The Airbus service information 

(‘‘SB A320–27–1242’’) contains more 

complete instructions for operators to 

comply with as previously required in 

AD 2016–17–12. Although a similar 

exception was not included in AD 

2020–21–10 for ALS limitation task 

274000–00004–1–E, the FAA has 

determined that this exception is 

necessary and must be included for the 

purposes of enforcing the AD 

requirements for U.S.-registered 

operators. As part of the rulemaking 

process for FAA ADs that correspond to 

ADs issued by other States of Design, 

the FAA determines if the MCAI ADs 

adequately address the identified unsafe 

condition or if exceptions are needed in 

order to address the unsafe condition. 

The FAA has not changed this AD in 

this regard. 

Request To Revise Paragraph (b) of the 

Proposed AD 

Delta requested that paragraph (b) of 

the proposed AD be revised from 

replacing AD 2016–17–12 to affecting 

AD 2016–17–12, and subsequently 

remove paragraphs (g) through (k) of the 

proposed AD that would retain AD 

2016–17–12 requirements and then 

revise the terminating action paragraph 

to state that doing the actions of the 

proposed AD would terminate all 

requirements of AD 2016–17–12. Delta 

believed the changes would simplify the 

AD and clarify how to comply with the 

proposed requirements. 

The FAA disagrees. In this case, the 

FAA determined that the supersedure 

method used in this AD would be the 

most effective for AD 2016–17–12 

because the existing actions and the 

new changes related to those actions are 

within the same AD. The FAA has not 

changed this AD in this regard. 

Request To Revise the Applicability 

Delta requested that the applicability 

specified in paragraph (c) of the 

proposed AD be revised to affect only 

airplanes that have an original 

airworthiness certificate or original 

export airworthiness certificate issued 

on or before the date of the 

airworthiness limitations publication 

required. Delta pointed out that the FAA 

has published ADs with the requested 

language because airplanes with a later 

date are delivered with the required 

publication. Delta stated that for 

compliance with AD 2016–17–12, it 

needed to request an alternative method 

of compliance (AMOC) to use later 

revisions of the referenced 

airworthiness limitation documents 

because that AD did not have a cut-off 

date. Delta also stated that if its request 

for paragraph (c) of the proposed AD is 

granted, then the wording for paragraph 

(l) of the proposed AD would also be 

affected. 

The FAA agrees that in most ADs that 

affect airworthiness limitations and 

reference airworthiness publications, 

the publication’s date is used as a means 

of defining or limiting the group of 

airplanes based on its latest type design 

requirements. However, in this case, 

changing paragraph (c) of this AD would 

conflict with the requirements of AD 

2016–17–12, which applied to all 

airplanes. Paragraph (c) of this AD has 

not been changed in this regard. 

However, the FAA has added paragraph 

(p)(1)(ii) to this AD to clarify the 

previously approved AMOCs for AD 

2016–17–12 are approved as AMOCs to 

the corresponding retained 

requirements of this AD. 

Request To Revise Paragraph (o) of the 

Proposed AD 

Delta stated that the terminating 

action statement in paragraph (o) of the 

proposed AD should be deleted because 

paragraph (k) of the affected AD, AD 

2020–21–10, contains a provision to 

allow alternative actions and intervals if 

approved by certain provisions in EASA 

AD 2020–0034, dated February 25, 

2020. Delta also pointed out that the 

task specified in paragraph (o) of the 

proposed AD is only for certain 

airplanes, so those airplanes should be 

listed in paragraph (o) of the proposed 

AD. 

The FAA disagrees with the statement 

that paragraph (o) of this AD should be 

deleted. The terminating action 

statement in paragraph (o) of this AD 

provides relief to operators, and avoids 

duplication and possible conflicting 

requirements. If paragraph (o) of this AD 

is removed, there would be two FAA 

ADs in effect that would require the 

same task and operators would be 

required to show compliance with both 

ADs for the same task with variable 

requirements. Paragraph (k) of AD 

2020–21–10 provides provisions for 

alternative actions and intervals for 

paragraph (i) of AD 2020–21–10, but 

does not mandate the alternative 

method. The FAA has changed 

paragraph (o) of this AD to remove 

reference to the models and to the 

issuance date of original airworthiness 

certificate or original export certificate 

of airworthiness as not all models 

referenced in paragraph (o) of the 

proposed AD are in AD 2020–21–10. 

The models and the issuance date of the 

original airworthiness certificate or 

original export certificate of 

airworthiness specified in AD 2020–21– 

10 do not need to be referenced in 

paragraph (o) of this AD. 

Request To Revise Process for 

Requiring Airworthiness Limitations 

Delta suggested that the FAA consider 

revising FAA regulations to incorporate 

a requirement for commercial operators 

to incorporate and use new revisions of 

airworthiness limitation (AWL) or ALS 

documents within a certain time after 

those revisions are published. Delta 

believed that this change to the 

regulations would eliminate the need to 

issue ADs, simplify airworthiness 

limitations requirements for operators, 

and reduce operator taskloads in 

determining if they are in compliance 

with ADs or need to request an AMOC. 

Delta stated that there are usually two 

or three ADs a year that are published 

on ALS tasks for Model A320 airplanes. 

While the FAA understands the 

commenter’s concern, current FAA 

regulations require incorporating the 

latest ALS included in the type design 

of the airplane, such as 14 CFR 

91.403(c) and 91.409(e). ADs are the 

only viable method to mitigate risk 

identified in a product when its type 

design did not require incorporation of 

the latest ALS document, as applicable, 

by mandating subsequent ALS revisions 

or variations at the applicable 

thresholds. The FAA’s regulatory 

requirements are promulgated via 

notice-and-comment rulemaking as 

required by the Administrative 

Procedure Act (APA), and the public 

can petition for rulemaking pursuant to 

14 CFR part 11. 

Explanation of Change to Paragraph 

(m)(7) of the Proposed AD 

The FAA has revised paragraph (m)(7) 

of this AD to clarify the location of the 

Note and to revise the format. 

Conclusion 

The FAA reviewed the relevant data, 

considered the comments received, and 

determined that air safety requires 


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22120 Federal Register / Vol. 87, No. 72 / Thursday, April 14, 2022 / Rules and Regulations 

adopting this AD as proposed. Except 

for minor editorial changes and any 

other change described previously, this 

AD is adopted as proposed in the 

NPRM. None of the changes will 

increase the economic burden on any 

operator. Accordingly, the FAA is 

issuing this AD to address the unsafe 

condition on these products. 

Related Service Information Under 1 

CFR Part 51 

EASA AD 2020–0270 describes new 

or more restrictive airworthiness 

limitations for airplane structures and 

safe life limits. 

This AD also requires Airbus Service 

Bulletin A320–27–1242, Revision 01, 

dated February 4, 2016, which the 

Director of the Federal Register 

approved for incorporation by reference 

as of September 30, 2016 (81 FR 58823, 

August 26, 2016). 

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 1,630 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 

Retained actions from AD 2016–17–12 (959 

airplanes).

1 work-hour × $85 per hour = $85 ................. $0 $85 $81,515 

* Table does not include estimated costs for reporting/revising the existing maintenance or inspection program. 

The FAA has determined that revising 

the existing maintenance or inspection 

program takes an average of 90 workhours per operator, although the agency 

recognizes that this number may vary 

from operator to operator. Since 

operators incorporate maintenance or 

inspection program changes for their 

affected fleet(s), the FAA has 

determined that a per-operator estimate 

is more accurate than a per-airplane 

estimate. 

The FAA estimates the total cost per 

operator for the new actions to be 

$7,650 (90 work-hours × $85 per workhour). 

The FAA estimates the following 

costs to do any necessary on-condition 

actions that would be required based on 

the results of any required actions. The 

FAA has no way of determining the 

number of aircraft that might need this 

on-condition action: 

ESTIMATED COSTS OF ON-CONDITION ACTIONS

Labor cost Parts cost Cost per 

product 

21 work-hours × $85 per hour = $1,785 ................................................................................................................. $26,500 $28,285 

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, 

(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: 

■ a. Removing Airworthiness Directive 

(AD) 2016–17–12, Amendment 39– 

18625 (81 FR 58823, August 26, 2016); 

and 

■ b. Adding the following new AD: 

2022–07–08 Airbus SAS: Amendment 39– 

21996; Docket No. FAA–2021–0663; 

Project Identifier MCAI–2020–01618–T. 

(a) Effective Date 

This airworthiness directive (AD) is 

effective May 19, 2022. 

(b) Affected ADs 

(1) This AD replaces AD 2016–17–12, 

Amendment 39–18625 (81 FR 58823, August 

26, 2016) (AD 2016–17–12). 

(2) This AD affects AD 2020–21–10, 

Amendment 39–21283 (85 FR 65190, October 

15, 2020) (AD 2020–21–10). 


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(c) Applicability 

This AD applies to all Airbus SAS 

airplanes, certificated in any category, 

identified in paragraphs (c)(1) through (7) of 

this AD. 

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

airplanes. 

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

–115, –131, –132, and –133 airplanes. 

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

–231, –232, and –233 airplanes. 

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

–212, –213, –231, and –232 airplanes. 

(5) Model A319–151N, –153N, and –171N 

airplanes. 

(6) Model A320–251N, –252N, –253N, 

–271N, –272N, and –273N airplanes. 

(7) Model A321–251N, –251NX, –252N, 

–252NX, –253N, –253NX, –271N, –271NX, 

–272N, and –272NX airplanes. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 05, Time Limits/Maintenance 

Checks; 27, Flight Controls. 

(e) Reason 

This AD was prompted by a determination 

that a more restrictive airworthiness 

limitation is necessary for the carbon friction 

disks on the no-back brake (NBB) of the 

trimmable horizontal stabilizer actuator 

(THSA). The FAA is issuing this AD to 

address premature wear of the carbon friction 

disks on the NBB of the THSA, which could 

lead to reduced braking efficiency in certain 

load conditions, and, in conjunction with the 

inability of the power gear train to keep the 

ball screw in its last commanded position, 

could result in uncommanded movements of 

the trimmable horizontal stabilizer and loss 

of control of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Retained Inspection To Determine THSA 

Part Number and Accumulated Total Flight 

Cycles, With No Changes 

This paragraph restates the requirements of 

paragraph (g) of AD 2016–17–12, with no 

changes. For airplanes identified in 

paragraphs (c)(1) through (4) of this AD: No 

later than each date specified in paragraphs 

(g)(1) through (5) of this AD, inspect the 

THSA to determine if it has a part number 

(P/N) 47145–(XXX), and, if any THSA P/N 

47145–(XXX) is found, determine the total 

number of flight cycles accumulated since 

the THSA’s first installation on an airplane, 

or since the most recent NBB replacement, 

whichever is later. A review of airplane 

delivery or maintenance records is acceptable 

in lieu of this inspection if the part number 

of the THSA can be conclusively determined 

from that review. In case maintenance 

records concerning the most recent NBB disk 

replacement are unavailable or incomplete, 

the total flight cycles accumulated since first 

installation of the THSA on an airplane 

apply. Accomplishing the maintenance or 

inspection program revision required by 

paragraph (l) of this AD terminates the 

requirements of this paragraph. 

(1) As of September 30, 2016 (the effective 

date of AD 2016–17–12): The THSA flightcycle limit (since first installation on an 

airplane, or since the most recent NBB 

replacement, whichever is later) is 40,000 

total flight cycles. 

(2) As of December 31, 2016: The THSA 

flight-cycle limit (since first installation on 

an airplane, or since the most recent NBB 

replacement, whichever is later) is 36,000 

total flight cycles. 

(3) As of December 31, 2017: The THSA 

flight-cycle limit (since first installation on 

an airplane, or since the most recent NBB 

replacement, whichever is later) is 33,600 

total flight cycles. 

(4) As of December 31, 2018: The THSA 

flight-cycle limit (since first installation on 

an airplane, or since the most recent NBB 

replacement, whichever is later) is 31,600 

total flight cycles. 

(5) As of December 31, 2019: The THSA 

flight-cycle limit (since first installation on 

an airplane, or since the most recent NBB 

replacement, whichever is later) is 30,000 

total flight cycles. 

(h) Retained Replacements, With No 

Changes 

This paragraph restates the requirements of 

paragraph (h) of AD 2016–17–12, with no 

changes. For airplanes identified in 

paragraphs (c)(1) through (4) of this AD: For 

airplanes with any THSA P/N 47145–(XXX), 

do the replacements required by paragraphs 

(h)(1) and (2) of this AD. Accomplishing the 

maintenance or inspection program revision 

required by paragraph (l) of this AD 

terminates the requirements of this 

paragraph. 

(1) No later than each date specified in 

paragraphs (g)(1) through (5) of this AD, 

replace all THSA that have reached or 

exceeded on each date the corresponding 

number of flight cycles specified in 

paragraphs (g)(1) through (5) of this AD. Do 

the replacement in accordance with the 

Accomplishment Instructions of Airbus 

Service Bulletin A320–27–1242, Revision 01, 

dated February 4, 2016. Affected THSAs 

must be replaced with serviceable THSAs. 

(2) As of each date specified in paragraphs 

(g)(1) through (5) of this AD, and before 

exceeding the flight cycle limit 

corresponding to each date, as applicable: 

Replace each THSA with a serviceable 

THSA, in accordance with the 

Accomplishment Instructions of Airbus 

Service Bulletin A320–27–1242, Revision 01, 

dated February 4, 2016. 

(i) Retained Definition of Serviceable THSA, 

With No Changes 

This paragraph restates the definition of 

paragraph (i) of AD 2016–17–12, with no 

changes. For airplanes identified in 

paragraphs (c)(1) through (4) of this AD: For 

the purposes of this AD, a serviceable THSA 

is a THSA that has not exceeded the 

applicable flight-cycle limits, as specified 

paragraphs (g)(1) through (5) of this AD, since 

first installation of the THSA on an airplane 

or since last NBB replacement, whichever is 

later. 

Note 1 to paragraph (i): Guidance for NBB 

disk replacement can be found in UTC 

Aerospace Systems Service Bulletin 47145– 

27–17, Revision 1, dated July 21, 2015. 

(j) Retained Parts Installation Limitation, 

With No Changes 

This paragraph restates the provisions of 

paragraph (j) of AD 2016–17–12, with no 

changes. For airplanes identified in 

paragraphs (c)(1) through (4) of this AD: As 

of each date specified in paragraphs (g)(1) 

through (5) of this AD, as applicable, only 

installation of a serviceable THSA P/N 

47145–(XXX) is allowed on an airplane. 

Accomplishing the maintenance or 

inspection program revision required by 

paragraph (l) of this AD terminates the 

requirements of this paragraph. 

(k) Retained Credit for Previous Actions, 

With No Changes 

This paragraph restates the requirements of 

paragraph (k) of AD 2016–17–12, with no 

changes. For airplanes identified in 

paragraphs (c)(1) through (4) of this AD: This 

paragraph provides credit for actions 

required by paragraph (h) of this AD, if those 

actions were performed before September 30, 

2016 (the effective date of AD 2016–17–12), 

using Airbus Service Bulletin A320–27–1242, 

dated February 9, 2015. 

(l) New Maintenance or Inspection Program 

Revision 

(1) For the airplanes identified in 

paragraph (c) of this AD with an original 

airworthiness certificate or original export 

certificate of airworthiness issued on or 

before October 5, 2020, except as specified in 

paragraph (m) of this AD: Comply with all 

required actions and compliance times 

specified in, and in accordance with, 

European Union Aviation Safety Agency 

(EASA) AD 2020–0270, dated December 7, 

2020 (EASA AD 2020–0270). Accomplishing 

the maintenance or inspection program 

revision required by this paragraph 

terminates the requirements of paragraphs 

(g), (h), and (j) of this AD. 

(2) For the airplanes identified in 

paragraph (c) of this AD with an original 

airworthiness certificate or original export 

certificate of airworthiness issued after 

October 5, 2020, revise the existing 

maintenance or inspection program, as 

applicable, to incorporate the provision 

specified in paragraph (m)(7) of this AD. 

(m) Exceptions to EASA AD 2020–0270 

(1) Where EASA AD 2020–0270 refers to its 

effective date, this AD requires using the 

effective date of this AD. 

(2) The requirements specified in 

paragraphs (1) and (2) of EASA AD 2020– 

0270 do not apply to this AD. 

(3) Paragraph (3) of EASA AD 2020–0270 

specifies revising ‘‘the approved AMP’’ 

within 12 months after its effective date, but 

this AD requires revising the existing 

maintenance or inspection program, as 

applicable, within 90 days after the effective 

date of this AD. 

(4) The initial compliance time for doing 

the tasks specified in paragraph (3) of EASA 

AD 2020–0270 is at the applicable 

‘‘limitations’’ as incorporated by the 

requirements of paragraph (3) of EASA AD 


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22122 Federal Register / Vol. 87, No. 72 / Thursday, April 14, 2022 / Rules and Regulations 

2020–0270, or within 90 days after the 

effective date of this AD, whichever occurs 

later. 

(5) The provisions specified in paragraph 

(4) of EASA AD 2020–0270 do not apply to 

this AD. 

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

2020–0270 does not apply to this AD. 

(7) For all airplanes identified in paragraph 

(c) of this AD: Where the Note for Item 

274000–00004–1–E of Section 4–1 in the 

service information referenced in EASA AD 

2020–0270 specifies ‘‘NBB carbon disc 

replacement’’ instructions, for this AD, 

replace the text ‘‘NBB carbon disc 

replacement can be accomplished in 

accordance with SB A320–27–1242 or VSB 

47145–27–17,’’ with ‘‘NBB carbon disk 

replacement must be accomplished in 

accordance with SB A320–27–1242.’’ 

(n) New Provisions for Alternative Actions 

and Intervals 

After the existing maintenance or 

inspection program has been revised as 

required by paragraph (l) of this AD, no 

alternative actions (e.g., inspections) or 

intervals are allowed unless they are 

approved as specified in the provisions of the 

‘‘Ref. Publications’’ section of EASA AD 

2020–0270. 

(o) Terminating Action for Certain 

Requirements of AD 2020–21–10 

Accomplishing the actions required by this 

AD terminates the airworthiness limitations 

section (ALS) limitation task 274000–00004– 

1–E for the THSA, as required by paragraph 

(i) of AD 2020–21–10. 

(p) 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 (q)(1) of this AD. 

Information may be emailed to: 9-AVS-AIR730-AMOC@faa.gov. 

(i) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the responsible Flight Standards Office. 

(ii) AMOCs approved previously for AD 

2016–17–12 are approved as AMOCs for the 

corresponding provisions of paragraphs (g) 

through (j) of this AD 

(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 (p)(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. 

(q) Related Information 

(1) 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. 

(2) For UTC Aerospace Systems service 

information identified in this AD that is not 

incorporated by reference, contact Collins 

Aerospace, Product Support Department 13, 

Avenue de L’Eguillette—Saint-Ouen 

L’Aumone, Boite Postale 7186 95056 Cergy 

Pontoise Cedex, France; telephone 1–877– 

808–7575; email crc@collins.com; internet 

https://www.collinsaerospace.com/support. 

(r) 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. 

(3) The following service information was 

approved for IBR on May 19, 2022. 

(i) European Union Aviation Safety Agency 

(EASA) AD 2020–0270, dated December 7, 

2020. 

(ii) [Reserved] 

(4) The following service information was 

approved for IBR on September 30, 2016 (81 

FR 58823, August 26, 2016). 

(i) Airbus Service Bulletin A320–27–1242, 

Revision 01, dated February 4, 2016. 

(ii) [Reserved] 

(5) For EASA AD 2020–0270, 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. 

(6) For Airbus service information, contact 

Airbus SAS, Airworthiness Office—EIAS, 

Rond-Point Emile Dewoitine No: 2, 31700 

Blagnac Cedex, France; telephone +33 5 61 

93 36 96; fax +33 5 61 93 44 51; email 

account.airworth-eas@airbus.com; internet 

https://www.airbus.com. 

(7) 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. 

(8) 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 

fr.inspection@nara.gov, or go to: https://

www.archives.gov/federal-register/cfr/ibrlocations.html. 

Issued on March 18, 2022. 

Lance T. Gant, 

Director, Compliance & Airworthiness 

Division, Aircraft Certification Service. 

[FR Doc. 2022–07859 Filed 4–13–22; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2022–0400; Project 

Identifier AD–2022–00179–E; Amendment 

39–22009; AD 2022–08–06] 

RIN 2120–AA64 

Airworthiness Directives; General 

Electric Company Turbofan Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for certain 

General Electric Company (GE) CF34– 

8C and CF34–8E model turbofan 

engines. This AD was prompted by an 

‘‘Engine Degraded’’ message received inflight from the Engine Indicating and 

Crew Alerting System (EICAS), and a 

subsequent investigation by the 

manufacturer that revealed corrosion of 

the variable geometry (VG) system 

actuator, which can cause the full 

authority digital engine control (FADEC) 

software to command and lock the 

engine at idle until it is restarted. This 

AD requires performing a rotational 

torque check on the actuating linkage 

assembly and, depending on the results 

of the rotational torque check, 

replacement of the compressor inlet 

guide vane (IGV) outer shroud bushing 

and vane spindle bushing with parts 

eligible for installation. This AD also 

requires reporting the results of the 

rotational torque check to GE. The FAA 

is issuing this AD to address the unsafe 

condition on these products. 

DATES: AD is effective April 29, 2022. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of April 29, 2022. 

The FAA must receive comments on 

this AD by May 31, 2022. 


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