[Federal Register Volume 87, Number 105 (Wednesday, June 1, 2022)]
[Proposed Rules]
[Pages 33076-33080]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2022-11550]



[[Page 33076]]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

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


Airworthiness Directives; Airbus SAS Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

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

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

DATES: The FAA must receive comments on this SNPRM by July 18, 2022.

ADDRESSES: You may send comments, using the procedures found in 14 CFR 
11.43 and 11.45, by any of the following methods:
    <bullet> Federal eRulemaking Portal: Go to https://www.regulations.gov. Follow the instructions for submitting comments.
    <bullet> Fax: 202-493-2251.
    <bullet> Mail: U.S. Department of Transportation, Docket 
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New 
Jersey Avenue SE, Washington, DC 20590.
    <bullet> Hand Delivery: U.S. Department of Transportation, Docket 
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New 
Jersey Avenue SE, Washington, DC 20590, between 9 a.m. and 5 p.m., 
Monday through Friday, except Federal holidays.
    For EASA material that will be incorporated by reference (IBR) in 
this AD, contact EASA, Konrad-Adenauer-Ufer 3, 50668 Cologne, Germany; 
telephone +49 221 8999 000; email <a href="/cdn-cgi/l/email-protection#dc9d98af9cb9bdafbdf2b9a9aeb3acbdf2b9a9"><span class="__cf_email__" data-cfemail="7435300734111507155a1101061b04155a1101">[email protected]</span></a>; 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 
<a href="/cdn-cgi/l/email-protection#dbbfbab5f5a9b4bfb2b5ba9bbdbabaf5bcb4ad"><span class="__cf_email__" data-cfemail="aecacfc080dcc1cac7c0cfeec8cfcf80c9c1d8">[email protected]</span></a>.

SUPPLEMENTARY INFORMATION: 

Comments Invited

    The FAA invites you to send any written relevant data, views, or 
arguments about this proposal. Send your comments to an address listed 
under ADDRESSES. Include ``Docket No. FAA-2021-0833; Project Identifier 
MCAI-2021-00245-T'' at the beginning of your comments. The most helpful 
comments reference a specific portion of the proposal, explain the 
reason for any recommended change, and include supporting data. The FAA 
will consider all comments received by the closing date and may amend 
this proposal because of those comments.
    Except for Confidential Business Information (CBI) as described in 
the following paragraph, and other information as described in 14 CFR 
11.35, the FAA will post all comments received, without change, to 
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 <a href="/cdn-cgi/l/email-protection#95f1f4fbbbe7faf1fcfbf4d5f3f4f4bbf2fae3"><span class="__cf_email__" data-cfemail="8aeeebe4a4f8e5eee3e4ebcaecebeba4ede5fc">[email protected]</span></a>. Any 
commentary that the FAA receives which is not specifically designated 
as CBI will be placed in the public docket for this rulemaking.

Background

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

Actions Since the NPRM Was Issued

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

[[Page 33077]]

each affected slat PCU with a serviceable PCU (one having a different 
part number) is necessary. EASA issued a new AD to require this 
modification. In addition, in its new AD, EASA clarified the 
limitations related to when an affected slat PCU may be installed on an 
airplane.
    EASA, which is the Technical Agent for the Member States of the 
European Union, has issued EASA AD 2021-0275, dated December 10, 2021 
(EASA AD 2021-0275) (also referred to after this as the MCAI), to 
correct an unsafe condition for all Airbus SAS Model A350-941 and -1041 
airplanes. You may examine the MCAI in the AD docket on the internet at 
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

[[Page 33078]]

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

Request To Clarify MCAI Wording in Note 2 of MCAI

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

FAA's Determination

    This product has been approved by the aviation authority of another 
country, and is approved for operation in the United States. Pursuant 
to the FAA's bilateral agreement with the State of Design Authority, 
the FAA has been notified of the unsafe condition described in the MCAI 
and service information referenced above. The FAA is proposing this AD 
because the FAA evaluated all pertinent information and determined an 
unsafe condition exists and is likely to exist or develop on other 
products of the same type design.
    Certain changes described above expand the scope of the NPRM. As a 
result, the FAA has determined that it is necessary to reopen the 
comment period to provide additional opportunity for the public to 
comment on this SNPRM.

Proposed AD Requirements of This SNPRM

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

Explanation of Required Compliance Information

    In the FAA's ongoing efforts to improve the efficiency of the AD 
process, the FAA developed a process to use some civil aviation 
authority (CAA) ADs as the primary source of information for compliance 
with requirements for corresponding FAA ADs. The FAA has been 
coordinating this process with manufacturers and CAAs. As a result, the 
FAA proposes to incorporate EASA AD 2021-0275 by reference in the FAA 
final rule. This proposed AD would, therefore, require compliance with 
EASA AD 2021-0275 in its entirety through that incorporation, except 
for any differences identified as exceptions in the regulatory text of 
this proposed AD. Using common terms that are the same as the heading 
of a particular section in EASA AD 2021-0275 does not mean that 
operators need comply only with that section. For example, where the AD 
requirement refers to ``all required actions and compliance times,'' 
compliance with this AD requirement is not limited to the section 
titled ``Required Action(s) and Compliance Time(s)'' in EASA AD 2021-
0275. Service information required by EASA AD 2021-0275 for compliance 
will be available at 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 x $85 per hour =          $275,300  Up to $278,700.............  Up to $4,180,500.
 $3,400.
----------------------------------------------------------------------------------------------------------------
* Table does not include estimated costs for reporting.

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

[[Page 33079]]

Paperwork Reduction Act

    A federal agency may not conduct or sponsor, and a person is not 
required to respond to, nor shall a person be subject to a penalty for 
failure to comply with a collection of information subject to the 
requirements of the Paperwork Reduction Act unless that collection of 
information displays a current valid OMB Control Number. The OMB 
Control Number for this information collection is 2120-0056. Public 
reporting for this collection of information is estimated to take 
approximately 1 hour per response, including the time for reviewing 
instructions, searching existing data sources, gathering and 
maintaining the data needed, and completing and reviewing the 
collection of information. All responses to this collection of 
information are mandatory. Send comments regarding this burden estimate 
or any other aspect of this collection of information, including 
suggestions for reducing this burden, to: Information Collection 
Clearance Officer, Federal Aviation Administration, 10101 Hillwood 
Parkway, Fort Worth, TX 76177-1524.

Authority for This Rulemaking

    Title 49 of the United States Code specifies the FAA's authority to 
issue rules on aviation safety. Subtitle I, section 106, describes the 
authority of the FAA Administrator. Subtitle VII: Aviation Programs, 
describes in more detail the scope of the Agency's authority.
    The FAA is issuing this rulemaking under the authority described in 
Subtitle VII, Part A, Subpart III, Section 44701: General requirements. 
Under that section, Congress charges the FAA with promoting safe flight 
of civil aircraft in air commerce by prescribing regulations for 
practices, methods, and procedures the Administrator finds necessary 
for safety in air commerce. This regulation is within the scope of that 
authority because it addresses an unsafe condition that is likely to 
exist or develop on products identified in this rulemaking action.

Regulatory Findings

    The FAA determined that this proposed AD would not have federalism 
implications under Executive Order 13132. This proposed AD would not 
have a substantial direct effect on the States, on the relationship 
between the national Government and the States, or on the distribution 
of power and responsibilities among the various levels of government.
    For the reasons discussed above, I certify this proposed 
regulation:
    (1) Is not a ``significant regulatory action'' under Executive 
Order 12866,
    (2) Would not affect intrastate aviation in Alaska, and
    (3) Would not have a significant economic impact, positive or 
negative, on a substantial number of small entities under the criteria 
of the Regulatory Flexibility Act.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

The Proposed Amendment

    Accordingly, under the authority delegated to me by the 
Administrator, the FAA proposes to amend 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

0
1. The authority citation for part 39 continues to read as follows:

    Authority: 49 U.S.C. 106(g), 40113, 44701.


Sec.  39.13  [Amended]

0
2. The FAA amends Sec.  39.13 by:
0
a. Removing Airworthiness Directive (AD) 2020-18-04, Amendment 39-21225 
(85 FR 54896, September 3, 2020); and
0
b. Adding the following new AD:

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

(a) Comments Due Date

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

(b) Affected ADs

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

(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

[[Page 33080]]

information directly to the Large Aircraft Section, International 
Validation Branch, send it to the attention of the person identified 
in paragraph (j)(2) of this AD. Information may be emailed to: <a href="/cdn-cgi/l/email-protection#b78e9af6e1e49af6fee59a8084879af6faf8f4f7d1d6d699d0d8c1"><span class="__cf_email__" data-cfemail="073e2a4651542a464e552a3034372a464a48444761666629606871">[email protected]</span></a>. Before using any approved AMOC, notify 
your appropriate principal inspector, or lacking a principal 
inspector, the manager of the responsible Flight Standards Office.
    (2) Contacting the Manufacturer: For any requirement in this AD 
to obtain instructions from a manufacturer, the instructions must be 
accomplished using a method approved by the Manager, Large Aircraft 
Section, International Validation Branch, FAA; or EASA; or Airbus 
SAS's EASA Design Organization Approval (DOA). If approved by the 
DOA, the approval must include the DOA-authorized signature.
    (3) Required for Compliance (RC): Except as required by 
paragraph (i)(2) of this AD, if any service information referenced 
in EASA AD 2021-0275 contains paragraphs that are labeled as RC, the 
instructions in RC paragraphs, including subparagraphs under an RC 
paragraph, must be done to comply with this AD; any paragraphs, 
including subparagraphs under those paragraphs, that are not 
identified as RC are recommended. The instructions in paragraphs, 
including subparagraphs under those paragraphs, not identified as RC 
may be deviated from using accepted methods in accordance with the 
operator's maintenance or inspection program without obtaining 
approval of an AMOC, provided the instructions identified as RC can 
be done and the airplane can be put back in an airworthy condition. 
Any substitutions or changes to instructions identified as RC 
require approval of an AMOC.

(j) Related Information

    (1) For EASA AD 2021-0275, contact EASA, Konrad-Adenauer-Ufer 3, 
50668 Cologne, Germany; telephone +49 221 8999 000; email 
<a href="/cdn-cgi/l/email-protection#2564615665404456440b4050574a55440b4050"><span class="__cf_email__" data-cfemail="eaabae99aa8f8b998bc48f9f98859a8bc48f9f">[email protected]</span></a>; 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 <a href="/cdn-cgi/l/email-protection#5a3e3b347428353e33343b1a3c3b3b743d352c"><span class="__cf_email__" data-cfemail="a4c0c5ca8ad6cbc0cdcac5e4c2c5c58ac3cbd2">[email protected]</span></a>.

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


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