33076 Federal Register / Vol. 87, No. 105 / Wednesday, June 1, 2022 / Proposed Rules 

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. 

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: 

• 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: 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-AdenauerUfer 3, 50668 Cologne, Germany; 

telephone +49 221 8999 000; email 

ADs@easa.europa.eu; internet 

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

material on the EASA website at https:// 

ad.easa.europa.eu. 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– 

0833. 

Examining the AD Docket 

You may examine the AD docket at 

https://www.regulations.gov 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 

dan.rodina@faa.gov. 

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 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 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 dan.rodina@

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. 

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 


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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 https://

www.regulations.gov 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 


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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 https://www.regulations.gov 

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 × $85 per hour = $3,400 ........................................................ $275,300 Up to $278,700 ...... Up to $4,180,500. 

* 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. 


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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 

■ 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) 2020–18–04, Amendment 39– 

21225 (85 FR 54896, September 3, 

2020); and 

■ 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). 

(c) Applicability 

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 


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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: 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 (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 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. 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 

https://www.regulations.gov 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 dan.rodina@

faa.gov. 

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 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2022–0693; Airspace 

Docket No. 22–ASW–12] 

RIN 2120–AA66 

Proposed Amendment of the Class D 

and Class E Airspace; Victoria, TX 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: This action proposes to 

amend the Class D and Class E airspace 

at Victoria, TX. The FAA is proposing 

this action due to a biennial airspace 

review. The geographic coordinates of 

the airport would also be updated to 

coincide with the FAA’s aeronautical 

database. 

DATES: Comments must be received on 

or before July 18, 2022. 

ADDRESSES: Send comments on this 

proposal to the U.S. Department of 

Transportation, Docket Operations, 

West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE, 

Washington, DC 20590; telephone (202) 

366–9826, or (800) 647–5527. You must 

identify FAA Docket No. FAA–2022– 

0693/Airspace Docket No. 22–ASW–12, 

at the beginning of your comments. You 

may also submit comments through the 

internet at https://www.regulations.gov. 

You may review the public docket 

containing the proposal, any comments 

received, and any final disposition in 

person in the Dockets Office between 

9:00 a.m. and 5:00 p.m., Monday 

through Friday, except federal holidays. 

FAA Order JO 7400.11F, Airspace 

Designations and Reporting Points, and 

subsequent amendments can be viewed 

online at https://www.faa.gov/air_

traffic/publications/. For further 

information, you can contact the 

Airspace Policy Group, Federal Aviation 

Administration, 800 Independence 

Avenue SW, Washington, DC 20591; 

telephone: (202) 267–8783. 

FOR FURTHER INFORMATION CONTACT: 

Jeffrey Claypool, Federal Aviation 

Administration, Operations Support 

Group, Central Service Center, 10101 

Hillwood Parkway, Fort Worth, TX 

76177; telephone (817) 222–5711. 

SUPPLEMENTARY INFORMATION: 

Authority for This Rulemaking 

The FAA’s authority to issue rules 

regarding aviation safety is found in 

Title 49 of the United States Code. 

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. This rulemaking is 

promulgated under the authority 

described in Subtitle VII, Part A, 

Subpart I, Section 40103. Under that 

section, the FAA is charged with 

prescribing regulations to assign the use 

of airspace necessary to ensure the 

safety of aircraft and the efficient use of 

airspace. This regulation is within the 

scope of that authority as it would 

amend the Class D airspace, the Class E 

surface airspace, and the Class E 

airspace extending upward from 700 

feet above the surface at Victoria 

Regional Airport, Victoria, TX, to 

support instrument flight rule 

operations at this airport. 

Comments Invited 

Interested parties are invited to 

participate in this proposed rulemaking 

by submitting such written data, views, 

or arguments, as they may desire. 

Comments that provide the factual basis 

supporting the views and suggestions 

presented are particularly helpful in 

developing reasoned regulatory 

decisions on the proposal. Comments 

are specifically invited on the overall 

regulatory, aeronautical, economic, 

environmental, and energy-related 

aspects of the proposal. 

Communications should identify both 

docket numbers and be submitted in 

triplicate to the address listed above. 

Commenters wishing the FAA to 

acknowledge receipt of their comments 

on this notice must submit with those 

comments a self-addressed, stamped 

postcard on which the following 

statement is made: ‘‘Comments to 

Docket No. FAA–2022–0693/Airspace 

Docket No. 22–ASW–12.’’ The postcard 

will be date/time stamped and returned 

to the commenter. 

All communications received before 

the specified closing date for comments 

will be considered before taking action 

on the proposed rule. The proposal 

contained in this notice may be changed 

in light of the comments received. A 

report summarizing each substantive 

public contact with FAA personnel 

concerned with this rulemaking will be 

filed in the docket. 

Availability of NPRMs 

An electronic copy of this document 

may be downloaded through the 

internet at https://www.regulations.gov. 

Recently published rulemaking 

documents can also be accessed through 

the FAA’s web page at https://

www.faa.gov/air_traffic/publications/ 

airspace_amendments/. 


jspears on DSK121TN23PROD with PROPOSALS1