37982 Federal Register / Vol. 87, No. 122 / Monday, June 27, 2022 / Rules and Regulations 

implement these revisions as 

expeditiously as possible. 

Regulatory Flexibility Act 

The Regulatory Flexibility Act (RFA) 

generally requires administrative 

agencies to consider the effect of their 

actions on small entities, including 

small non-profit businesses, and small 

local governments. Pursuant to the RFA, 

when an agency issues a rule, the 

agency must prepare an analysis that 

describes whether the impact of the rule 

will have a significant economic impact 

on a substantial number of these small 

entities. However, the RFA requires 

such analysis only where notice and 

comment rulemaking is required. As 

discussed above, SBA is publishing this 

rule as an interim final rule without 

advance notice and public comment 

because section 303 of the Economic 

Aid Act authorizes SBA to issue 

regulations to implement the 

amendments in the Act without regard 

to notice requirements. This rule is, 

therefore, exempt from the RFA 

requirements. 

List of Subjects in 13 CFR Part 120 

Loan programs-business, Reporting 

and recordkeeping requirements, Small 

businesses. 

For the reasons stated in the 

preamble, SBA amends 13 CFR part 120 

as follows: 

PART 120—BUSINESS LOANS 

■ 1. The authority citation for part 120 

is revised to read as follows: 

Authority: 15 U.S.C. 634(b)(6), (b)(7), 

(b)(14), (h), and note, 636(a), (h) and (m), and 

note, 636m, 650, 657t, and note, 657u, and 

note, 687(f), 696(3), and (7), and note, 697, 

697a and e, and note; Pub. L. 116–260, 134 

Stat. 1182. 

■ 2. Add § 120.842 under the 

undesignated center heading 

‘‘Accredited Lenders Program (ALP)’’ to 

read as follows: 

§ 120.842 ALP Express Loans. 

(a) Definition. For the purposes of this 

section, an ALP Express Loan: 

(1) Means a 504 loan in an amount 

that is not more than $500,000; and 

(2) Does not include a loan made to 

a borrower that is in an industry that 

has a high rate of default, as annually 

determined by SBA. SBA will publish 

an annual list of the industries with a 

high rate of default in a notice in the 

Federal Register. 

(b) Requirements for the underwriting, 

approving, closing, and servicing of ALP 

Express Loans—(1) General. When 

underwriting, approving, closing, and 

servicing 504 loans under this section, 

the ALP CDC must comply with Loan 

Program Requirements and conduct 

such activities in accordance with 

prudent and commercially reasonable 

lending standards. 

(2) Documentation of decision 

making. For each ALP Express Loan, the 

ALP CDC must document in its files the 

basis for its decisions with respect to 

underwriting, approving, closing, and 

servicing the loan. 

(3) Processing requirements—(i) 

Eligibility. An ALP Express Loan is 

subject to SBA’s final approval as to 

eligibility and, for each loan, an ALP 

CDC must submit the documents 

required by SBA to complete the 

eligibility review. ALP CDCs must 

submit to SBA for review and approval 

any servicing action that the ALP CDC 

proposes prior to closing that may affect 

the eligibility of the borrower or the 

ALP Express Loan. 

(ii) Credit decisions. The ALP CDC is 

responsible for properly determining the 

applicant’s creditworthiness and 

establishing the terms and conditions 

under which the ALP Express Loan will 

be made in accordance with SBA’s Loan 

Program Requirements and prudent 

lending standards. The ALP CDC’s 

determination regarding 

creditworthiness will not be subject to 

SBA review. 

(4) Submission of loan documents. An 

ALP CDC must notify SBA of its credit 

decision on an ALP Express Loan by 

submitting to SBA all required 

documentation. SBA will review these 

documents to determine whether the 

applicant and the ALP Express Loan are 

eligible and whether SBA funds are 

available for the ALP Express Loan. If 

approved, SBA will notify the ALP CDC 

of the loan number assigned to the loan 

and provide the CDC with a signed copy 

of the Loan Authorization. 

(5) Loan and Debenture closing. After 

receiving notification of the loan 

number and a signed copy of the Loan 

Authorization from SBA, the ALP CDC 

is responsible for properly undertaking 

all actions necessary to close the ALP 

Express Loan and Debenture in 

accordance with the expedited loan 

closing procedures applicable to a 

Priority CDC and with § 120.960. 

(6) Servicing. The ALP CDC is 

responsible for servicing its ALP 

Express Loans in accordance with 

§ 120.970. SBA may in certain 

circumstances, in its discretion, elect to 

handle such duties with respect to a 

particular ALP Express Loan or Loans. 

Additional servicing requirements are 

set forth in subpart E of this part. The 

CDC must promptly notify SBA when it 

approves any servicing action delegated 

to the CDC under Loan Program 

Requirements. 

(c) Prohibition against making a 504 

loan previously submitted to the SBA. 

An ALP CDC may not process a 504 

loan application under paragraph (b)(3) 

of this section from an applicant whose 

application was previously submitted to 

SBA and was withdrawn by the CDC or 

was declined or otherwise not approved 

by SBA. 

(d) Applicability. The authority to 

make ALP Express Loans is available for 

applications submitted to the ALP CDC 

on or after June 27, 2022 and approved 

through September 30, 2023. 

Isabella Casillas Guzman, 

Administrator. 

[FR Doc. 2022–13359 Filed 6–24–22; 8:45 am] 

BILLING CODE 8026–03–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2022–0800; Project 

Identifier MCAI–2022–00705–T; Amendment 

39–22105; AD 2022–13–19] 

RIN 2120–AA64 

Airworthiness Directives; Airbus SAS 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: The FAA is superseding 

Airworthiness Directive (AD) 2022–11– 

03, which applied to certain Airbus SAS 

Model A350–941 and –1041 airplanes. 

AD 2022–11–03 required revising the 

existing airplane flight manual (AFM), 

and revising the operator’s existing 

FAA-approved minimum equipment list 

(MEL) by incorporating certain master 

minimum equipment list (MMEL) 

provisions, to include limitations and 

procedures to mitigate the risk of 

elevator failure during flare. Since the 

FAA issued AD 2022–11–03, an 

updated software standard for the 

PRIMary flight control computers 

(PRIMs) has been developed to address 

the unsafe condition. This AD continues 

to require the actions in AD 2022–11– 

03, and also requires installing an 

updated PRIM software standard, as 

specified in a European Union Aviation 

Safety Agency (EASA) AD, which is 

incorporated by reference. The FAA is 

issuing this AD to address the unsafe 

condition on these products. 

DATES: This AD is effective July 12, 

2022. 


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The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of July 12, 2022. 

The FAA must receive comments on 

this AD by August 11, 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: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For material incorporated by reference 

(IBR) in this AD, contact EASA, KonradAdenauer-Ufer 3, 50668 Cologne, 

Germany; telephone +49 221 8999 000; 

email ADs@easa.europa.eu; internet 

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

IBR material on the EASA website at 

https://ad.easa.europa.eu. You may 

view this 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–2022–0800. 

Examining the AD Docket 

You may examine the AD docket at 

https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2022–0800; or in person at Docket 

Operations between 9 a.m. and 5 p.m., 

Monday through Friday, except Federal 

holidays. The AD docket contains this 

AD, 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; 

phone 206–231–3225; email 

Dan.Rodina@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

The FAA invites you to send any 

written data, views, or arguments about 

this final rule. Send your comments to 

an address listed under ADDRESSES. 

Include ‘‘Docket No. FAA–2022–0800; 

Project Identifier MCAI–2022–00705–T’’ 

at the beginning of your comments. The 

most helpful comments reference a 

specific portion of the final rule, explain 

the reason for any recommended 

change, and include supporting data. 

The FAA will consider all comments 

received by the closing date and may 

amend this final rule because of those 

comments. 

Except for Confidential Business 

Information (CBI) as described in the 

following paragraph, and other 

information as described in 14 CFR 

11.35, the FAA will post all comments 

received, without change, to https://

www.regulations.gov, including any 

personal information you provide. The 

agency will also post a report 

summarizing each substantive verbal 

contact received about this final rule. 

Confidential Business Information 

CBI is commercial or financial 

information that is both customarily and 

actually treated as private by its owner. 

Under the Freedom of Information Act 

(FOIA) (5 U.S.C. 552), CBI is exempt 

from public disclosure. If your 

comments responsive to this AD contain 

commercial or financial information 

that is customarily treated as private, 

that you actually treat as private, and 

that is relevant or responsive to this AD, 

it is important that you clearly designate 

the submitted comments as CBI. Please 

mark each page of your submission 

containing CBI as ‘‘PROPIN.’’ The FAA 

will treat such marked submissions as 

confidential under the FOIA, and they 

will not be placed in the public docket 

of this AD. Submissions containing CBI 

should be sent to Dan Rodina, 

Aerospace Engineer, Large Aircraft 

Section, International Validation 

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

Moines, WA 98198; phone 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 2022–11–03, 

Amendment 39–22053 (87 FR 30402, 

May 19, 2022) (AD 2022–11–03), which 

applied to certain Airbus SAS Model 

A350–941 and –1041 airplanes. AD 

2022–11–03 required revising the 

existing AFM, and revising the 

operator’s existing FAA-approved MEL 

by incorporating certain MMEL 

provisions, to include limitations and 

procedures to mitigate the risk of 

elevator failure during flare. The FAA 

issued AD 2022–11–03 to address the 

faulty FCGS X13 standard, which could 

lead to loss of control of the elevator 

surfaces, possibly resulting in loss of 

control of the airplane. 

Actions Since AD 2022–11–03 Was 

Issued 

Since the FAA issued AD 2022–11– 

03, which the FAA considered an 

interim action, an updated software 

standard for the PRIMs has been 

developed to address the unsafe 

condition. 

EASA, which is the Technical Agent 

for the Member States of the European 

Union, has issued EASA AD 2022–0098, 

dated June 1, 2022 (EASA AD 2022– 

0098) (also referred to as the MCAI), to 

correct an unsafe condition for certain 

Airbus SAS Model A350–941 and –1041 

airplanes and require installing the 

updated software standard. 

This AD was prompted by the FAA’s 

determination that the updated software 

standard must be installed in order to 

address the unsafe condition. The FAA 

is issuing this AD to address the faulty 

FCGS X13 standard, which could lead 

to loss of control of the elevator 

surfaces, possibly resulting in loss of 

control of the airplane. See the MCAI for 

additional background information. 

Explanation of Retained Requirements 

Although this AD does not explicitly 

restate the requirements of AD 2022– 

11–03, this AD retains all of the 

requirements of AD 2022–11–03. Those 

requirements are referenced in EASA 

AD 2022–0098, which, in turn, is 

referenced in paragraph (g) of this AD. 

Related Service Information Under 1 

CFR Part 51 

EASA AD 2022–0098 specifies 

procedures for revising the Limitations 

and Normal Procedures sections of the 

existing AFM, revising the operator’s 

existing FAA-approved MEL by 

incorporating MMEL provisions, to 

include limitations and procedures to 

mitigate the risk of elevator failure 

during flare, and installing an updated 

PRIM software standard. 

This material is reasonably available 

because the interested parties have 

access to it through their normal course 

of business or by the means identified 

in the ADDRESSES section. 

FAA’s Determination 

These products have been approved 

by the aviation authority of another 

country and are approved for operation 

in the United States. Pursuant to the 

FAA’s bilateral agreement with this 

State of Design Authority, it has notified 

the FAA of the unsafe condition 

described in the MCAI described above. 


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The FAA is issuing this AD after 

determining that the unsafe condition 

described previously is likely to exist or 

develop on other products of these same 

type designs. 

Requirements of This AD 

This AD requires accomplishing the 

actions specified in EASA AD 2022– 

0098 described previously, except for 

any differences identified as exceptions 

in the regulatory text of this AD. 

EASA AD 2022–0098 requires 

operators to revise the AFM and 

‘‘inform all flight crews, and, thereafter, 

operate the aeroplane accordingly.’’ 

However, this AD does not specifically 

require those actions as those actions 

are already required by FAA 

regulations. FAA regulations require 

operators furnish to pilots any changes 

to the AFM (for example, 14 CFR 

121.137), and to ensure the pilots are 

familiar with the AFM (for example, 14 

CFR 91.505). As with any other 

flightcrew training requirement, training 

on the updated AFM content is tracked 

by the operators and recorded in each 

pilot’s training record, which is 

available for the FAA to review. FAA 

regulations also require pilots to follow 

the procedures in the existing AFM 

including all updates. 14 CFR 91.9 

requires that any person operating a 

civil aircraft must comply with the 

operating limitations specified in the 

AFM. Therefore, including a 

requirement in this AD to operate the 

airplane according to the revised AFM 

would be redundant and unnecessary. 

Similarly, EASA AD 2022–0098 

specifies amending the operator’s MEL 

and, thereafter, ‘‘operating the aeroplane 

accordingly.’’ However, this AD does 

not include specific operating 

requirements as they are already 

required by FAA regulations. FAA 

regulations (14 CFR 121.628 (a)(2)) 

require operators to provide pilots with 

access to all of the information 

contained in the operator’s MEL. 

Furthermore, 14 CFR 121.628 (a)(5) 

requires airplanes to be operated under 

all applicable conditions and limitations 

contained in the operator’s MEL. 

Therefore, including a requirement in 

this AD to operate the airplane 

according to the revised MEL would be 

redundant and unnecessary. 

Explanation of Required Compliance 

Information 

In the FAA’s ongoing efforts to 

improve the efficiency of the AD 

process, the FAA developed a process to 

use some civil aviation authority (CAA) 

ADs as the primary source of 

information for compliance with 

requirements for corresponding FAA 

ADs. The FAA has been coordinating 

this process with manufacturers and 

CAAs. As a result, EASA AD 2022–0098 

is incorporated by reference in this AD. 

This AD requires compliance with 

EASA AD 2022–0098 in its entirety 

through that incorporation, except for 

any differences identified as exceptions 

in the regulatory text of this AD. Using 

common terms that are the same as the 

heading of a particular section in EASA 

AD 2022–0098 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 2022–0098. 

Service information required by EASA 

AD 2022–0098 for compliance will be 

available at https://www.regulations.gov 

by searching for and locating Docket No. 

FAA–2022–0800 after this AD is 

published. 

FAA’s Justification and Determination 

of the Effective Date 

Section 553(b)(3)(B) of the 

Administrative Procedure Act (APA) (5 

U.S.C. 551 et seq.) authorizes agencies 

to dispense with notice and comment 

procedures for rules when the agency, 

for ‘‘good cause,’’ finds that those 

procedures are ‘‘impracticable, 

unnecessary, or contrary to the public 

interest.’’ Under this section, an agency, 

upon finding good cause, may issue a 

final rule without providing notice and 

seeking comment prior to issuance. 

Further, section 553(d) of the APA 

authorizes agencies to make rules 

effective in less than thirty days, upon 

a finding of good cause. 

An unsafe condition exists that 

requires the immediate adoption of this 

AD without providing an opportunity 

for public comments prior to adoption. 

The FAA has found that the risk to the 

flying public justifies forgoing notice 

and comment prior to adoption of this 

rule. Since the FAA issued AD 2022– 

11–03, an updated software standard for 

the PRIMs has been developed to 

address the unsafe condition. The 

actions required by AD 2022–11–03 are 

an interim action that mitigate the 

unsafe condition but do not address the 

root cause of the unsafe condition. The 

installation of the updated software 

standard addresses the root cause of the 

unsafe condition and allows the 

removal of the AFM and MEL revisions 

required by AD 2022–11–03. 

Incorrect logic in the PRIMs may 

cause the PRIM computers to 

inadvertently lose control over their 

respective elevator actuators during 

flare phase, depending on flight 

conditions, potentially affecting every 

flight and possibly resulting in loss of 

control of the airplane in a critical phase 

of flight. Given the significance of the 

risk presented by this unsafe condition, 

it must be immediately addressed. 

Accordingly, notice and opportunity for 

prior public comment are impracticable 

and contrary to the public interest 

pursuant to 5 U.S.C. 553(b)(3)(B). 

In addition, the FAA finds that good 

cause exists pursuant to 5 U.S.C. 553(d) 

for making this amendment effective in 

less than 30 days, for the same reasons 

the FAA found good cause to forgo 

notice and comment. 

Regulatory Flexibility Act (RFA) 

The requirements of the RFA do not 

apply when an agency finds good cause 

pursuant to 5 U.S.C. 553 to adopt a rule 

without prior notice and comment. 

Because the FAA has determined that it 

has good cause to adopt this rule 

without notice and comment, RFA 

analysis is not required. 

Costs of Compliance 

The FAA estimates that this AD 

affects 30 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 2022-11-03 ........... 1 work-hour × $85 per hour = $85 ................. $0 $85 $2,550 

New actions .................................................... 2 work-hours × $85 per hour = $170 ............. 300 470 14,100 


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According to the manufacturer, some 

or all of the costs of this AD may be 

covered under warranty, thereby 

reducing the cost impact on affected 

operators. The FAA does not control 

warranty coverage for affected operators. 

As a result, the FAA has included all 

known costs in the cost estimate. 

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, 

and 

(2) Will not affect intrastate aviation 

in Alaska. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

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) 2022–11–03, Amendment 39– 

22053 (87 FR 30402, May 19, 2022); and 

■ b. Adding the following new AD: 

2022–13–19 Airbus SAS: Amendment 39– 

22105; Docket No. FAA–2022–0800; 

Project Identifier MCAI–2022–00705–T. 

(a) Effective Date 

This airworthiness directive (AD) is 

effective July 12, 2022. 

(b) Affected ADs 

This AD replaces AD 2022–11–03, 

Amendment 39–22053 (87 FR 30402, May 19, 

2022) (AD 2022–11–03). 

(c) Applicability 

This AD applies to Airbus SAS Model 

A350–941 and –1041 airplanes, certificated 

in any category, as identified in European 

Union Aviation Safety Agency (EASA) AD 

2022–0098, dated June 1, 2022 (EASA AD 

2022–0098). 

(d) Subject 

Air Transport Association (ATA) of 

America Code 27, Flight controls. 

(e) Unsafe Condition 

This AD was prompted by an indication 

that both elevator actuators of the PRIMary 

flight control computers (PRIMs) were 

considered faulty due to incorrect 

instructions with a new PRIM standard and 

a determination that an updated software 

standard for the PRIMs must be installed. 

The FAA is issuing this AD to address the 

faulty standard, which could lead to loss of 

control of the elevator surfaces, possibly 

resulting in loss of 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, EASA AD 2022–0098. 

(h) Exceptions to EASA AD 2022–0098 

(1) Where EASA AD 2022–0098 refers to its 

effective date, this AD requires using the 

effective date of this AD. 

(2) Where EASA AD 2022–0098 refers to 

May 9, 2022 (the effective date of EASA AD 

2022–0079–E), this AD requires using June 3, 

2022 (the effective date of AD 2022–11–03). 

(3) Where paragraph (1) of EASA AD 2022– 

0098 specifies to ‘‘inform all flight crews, 

and, thereafter, operate the aeroplane 

accordingly,’’ this AD does not require those 

actions as those actions are already required 

by existing FAA operating regulations. 

(4) Where paragraph (3) of EASA AD 2022– 

0098 specifies to ‘‘implement the instructions 

of the MER, as defined in [the EASA] AD,’’ 

for this AD replace that phrase with ‘‘revise 

the operator’s existing FAA-approved 

minimum equipment list (MEL) to 

incorporate the instructions of the MER.’’ 

(5) Where paragraph (4) of EASA AD 2022– 

0098 specifies ‘‘operating the aeroplane 

accordingly,’’ this AD does not require that 

action as that action is already required by 

existing FAA operating regulations. 

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

2022–0098 does not apply to this AD. 

(i) 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 (j) 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 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. 

(j) Related Information 

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; phone 206–231– 

3225; email Dan.Rodina@faa.gov. 

(k) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless this AD specifies otherwise. 

(i) European Union Aviation Safety Agency 

(EASA) AD 2022–0098, dated June 1, 2022. 


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(ii) [Reserved] 

(3) For EASA AD 2022–0098, contact 

EASA, Konrad-Adenauer-Ufer 3, 50668 

Cologne, Germany; telephone +49 221 8999 

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

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

EASA AD on the EASA website at https://

ad.easa.europa.eu. 

(4) You may view this material at the FAA, 

Airworthiness Products Section, Operational 

Safety Branch, 2200 South 216th St., Des 

Moines, WA. For information on the 

availability of this material at the FAA, call 

206–231–3195. This material may be found 

in the AD docket at https://

www.regulations.gov by searching for and 

locating Docket No. FAA–2022–0800. 

(6) 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 June 17, 2022. 

Christina Underwood, 

Acting Director, Compliance & Airworthiness 

Division, Aircraft Certification Service. 

[FR Doc. 2022–13720 Filed 6–23–22; 11:15 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2022–0459; Project 

Identifier MCAI–2021–00266–E; Amendment 

39–22102; AD 2022–13–16] 

RIN 2120–AA64 

Airworthiness Directives; GE Aviation 

Czech s.r.o. (Type Certificate 

Previously held by WALTER Engines 

a.s., Walter a.s., and MOTORLET a.s.) 

Turboprop Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for all GE 

Aviation Czech s.r.o. (GEAC) M601D–11 

model turboprop engines. This AD was 

prompted by the manufacturer revising 

the airworthiness limitations section 

(ALS) of the existing engine 

maintenance manual (EMM) to include 

a visual inspection of the centrifugal 

compressor case for cracks. This AD 

requires revising the ALS of the existing 

EMM to incorporate a visual inspection 

of the centrifugal compressor case. The 

FAA is issuing this AD to address the 

unsafe condition on these products. 

DATES: This AD is effective August 1, 

2022. 

ADDRESSES: For service information 

identified in this final rule, contact GE 

Aviation Czech, Beranovy ́ch 65, 199 02 

Praha 9—Letnˇ any, Czech Republic; 

phone: +420 222 538 999; email: 

tp.ops@ge.com. You may view this 

service information at the FAA, 

Airworthiness Products Section, 

Operational Safety Branch, 1200 District 

Avenue, Burlington, MA 01803. For 

information on the availability of this 

material at the FAA, call (817) 222– 

5110. 

Examining the AD Docket 

You may examine the AD docket at 

https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2022–0459; 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: 

Barbara Caufield, Aviation Safety 

Engineer, ECO Branch, FAA, 1200 

District Avenue, Burlington, MA 01803; 

phone: (781) 238–7146; email: 

barbara.caufield@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to all GEAC M601D–11 model 

turboprop engines. The NPRM 

published in the Federal Register on 

April 14, 2022 (87 FR 22149). The 

NPRM was prompted by the 

manufacturer revising the ALS of the 

existing EMM to include a visual 

inspection of the centrifugal compressor 

case for cracks. In the NPRM, the FAA 

proposed to require revising the ALS of 

the existing EMM to incorporate a visual 

inspection of the centrifugal compressor 

case for cracks. In the NPRM, the FAA 

proposed that an owner/operator (pilot) 

holding at least at least a private pilot 

certificate may revise the ALS of the 

existing EMM, and the owner/operator 

must enter compliance with the 

applicable paragraphs of the AD into the 

aircraft records in accordance with 14 

CFR 43.9(a) and 14 CFR 91.417(a)(2)(v). 

This is an exception to the FAA’s 

standard maintenance regulations. The 

FAA is issuing this AD to address the 

unsafe condition on these products. 

The European Union Aviation Safety 

Agency (EASA), which is the Technical 

Agent for the Member States of the 

European Union, has issued EASA AD 

2021–0060, dated March 3, 2021 

(referred to after this as ‘‘the MCAI’’), to 

address the unsafe condition on these 

products. The MCAI states: 

The airworthiness limitations for certain 

M601 engine models, which are approved by 

EASA, are currently defined and published 

in the ALS. 

These instructions have been identified as 

mandatory for continued airworthiness. 

Failure to accomplish these instructions 

could result in an unsafe condition. 

Recently, GEAC published the ALS, as 

defined in this [EASA] AD, introducing a 

visual inspection of the Centrifugal 

Compressor Case. 

For the reason described above, this 

[EASA] AD requires accomplishment of the 

actions specified in the ALS. 

You may obtain further information 

by examining the MCAI in the AD 

docket at https://www.regulations.gov 

by searching for and locating Docket No. 

FAA–2022–0459. 

Discussion of Final Airworthiness 

Directive 

Comments 

The FAA received no comments on 

the NPRM or on the determination of 

the cost to the public. 

Conclusion 

The FAA reviewed the relevant data 

and determined that air safety requires 

adopting this AD as proposed. 

Accordingly, the FAA is issuing this AD 

to address the unsafe condition on these 

products. This AD is adopted as 

proposed in the NPRM. 

Related Service Information 

The FAA reviewed GE Aviation Czech 

Airworthiness Limitations R18, Section 

5. Mandatory Inspections, of the GE 

Aviation Czech EMM, Part No. 0982309, 

Revision No. 18, dated December 18, 

2020 (Airworthiness Limitations R18, 

Section 5. Mandatory Inspections). 

Airworthiness Limitations R18, Section 

5. Mandatory Inspections, of the EMM 

describe procedures for performing a 

visual inspection of the centrifugal 

compressor case for cracks. 

Costs of Compliance 

The FAA estimates that this AD 

affects 7 engines installed on airplanes 

of U.S. registry. 

The FAA estimates the following 

costs to comply with this AD: 


jspears on DSK121TN23PROD with RULES1