Document ID: FAA-2020-1029-0007
Agency: faa
Document Type: Rule
Title: Airworthiness Directives: Airbus SAS Airplanes
Posted Date: 2021-11-19T05:00Z

[Federal Register Volume 86, Number 221 (Friday, November 19, 2021)]
[Rules and Regulations]
[Pages 64801-64805]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2021-25201]

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 Rules and Regulations
                                                 Federal Register
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 This section of the FEDERAL REGISTER contains regulatory documents 
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  Federal Register / Vol. 86, No. 221 / Friday, November 19, 2021 / 
Rules and Regulations  

[[Page 64801]]

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2020-1029; Project Identifier MCAI-2020-01126-T; 
Amendment 39-21777; AD 2021-22-04]
RIN 2120-AA64

Airworthiness Directives; Airbus SAS Airplanes

AGENCY: Federal Aviation Administration (FAA), Department of 
Transportation (DOT).

ACTION: Final rule.

-----------------------------------------------------------------------

SUMMARY: The FAA is superseding Airworthiness Directive (AD) 2019-21-
10, which applied to all Airbus SAS Model A321-111, -112, -131, -211, -
212, -213, -231, and -232 airplanes. AD 2019-21-10 required a one-time 
eddy current conductivity measurement of certain structural parts of 
the outer flaps to determine if the incorrect alloy was used, and 
replacement if necessary. This AD continues to require a one-time eddy 
current conductivity measurement of certain structural parts of the 
outer flaps to determine if the incorrect alloy was used, and 
replacement if necessary; and also requires a new one-time eddy current 
conductivity measurement of certain other structural parts of the outer 
flaps to determine if the parts were properly heat treated, and 
replacement if necessary; and includes additional affected airplanes; 
as specified in a European Union Aviation Safety Agency (EASA) AD, 
which is incorporated by reference. This AD was prompted by a quality 
control review, which determined that the wrong aluminum alloy was used 
to manufacture several structural parts and by the issuance of an 
updated list of suspected parts, including those that may have been 
improperly heat treated. The FAA is issuing this AD to address the 
unsafe condition on these products.

DATES: This AD is effective December 27, 2021.
    The Director of the Federal Register approved the incorporation by 
reference of a certain publication listed in this AD as of December 27, 
2021.

ADDRESSES: For material incorporated by reference (IBR) in this AD, 
contact EASA, Konrad-Adenauer-Ufer 3, 50668 Cologne, Germany; phone: 
+49 221 8999 000; email: [email protected]; internet: 
www.easa.europa.eu. You may find this IBR material on the EASA website 
at https://ad.easa.europa.eu. You may view this IBR material at the 
FAA, Airworthiness Products Section, Operational Safety Branch, 2200 
South 216th St., Des Moines, WA. For information on the availability of 
this material at the FAA, call 206-231-3195. It is also available in 
the AD docket on the internet at https://www.regulations.gov by 
searching for and locating Docket No. FAA-2020-1029.

Examining the AD Docket

    You may examine the AD docket on the internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2020-
1029; 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, any comments received, and other information. The 
address for Docket Operations is U.S. Department of Transportation, 
Docket Operations, M-30, West Building Ground Floor, Room W12-140, 1200 
New Jersey Avenue SE, Washington, DC 20590.

FOR FURTHER INFORMATION CONTACT: Sanjay Ralhan, Aerospace Engineer, 
Large Aircraft Section, International Validation Branch, FAA, 2200 
South 216th St., Des Moines, WA 98198; phone and fax: 206-231-3223; 
email: [email protected].

SUPPLEMENTARY INFORMATION:

Background

    EASA, which is the Technical Agent for the Member States of the 
European Union, has issued EASA AD 2020-0174, dated August 5, 2020 
(EASA AD 2020-0174) (also referred to as the Mandatory Continuing 
Airworthiness Information, or the MCAI), to correct an unsafe condition 
for all Airbus SAS Model A318-111, -112, -121, and -122 airplanes; 
Model A319-111, -112, -113, -114, -115, -131, -132, and -133 airplanes; 
Model A320-211, -212, -214, -215, -216, -231, -232, and -233 airplanes; 
and Model A321-111, -112, -131, -211, -212, -213, -231, and -232 
airplanes. Model A320-215 airplanes are not certificated by the FAA and 
are not included on the U.S. type certificate data sheet; this AD 
therefore does not include those airplanes in the applicability.
    The FAA issued a notice of proposed rulemaking (NPRM) to amend 14 
CFR part 39 to supersede AD 2019-21-10, Amendment 39-19776 (84 FR 
63794, November 19, 2019) (AD 2019-21-10). AD 2019-21-10 applied to all 
Airbus SAS Model A321-111, -112, -131, -211, -212, -213, -231, and -232 
airplanes. The NPRM published in the Federal Register on November 20, 
2020 (85 FR 74299). The NPRM was prompted by a quality control review, 
which determined that the wrong aluminum alloy was used to manufacture 
several structural parts and by the issuance of an updated list of 
suspected parts, including those that may have been improperly heat 
treated. The NPRM proposed to continue to require a one-time eddy 
current conductivity measurement of certain structural parts of the 
outer flaps to determine if the incorrect alloy was used, and 
replacement if necessary, as specified in EASA AD 2019-0012, dated 
January 24, 2019 (which corresponds to FAA AD 2019-21-10). The NPRM 
also proposed to require a new one-time eddy current conductivity 
measurement of certain other structural parts of the outer flaps to 
determine if the parts were properly heat treated, and replacement if 
necessary, and to include additional affected airplanes, as specified 
in EASA AD 2020-0174.
    The FAA is issuing this AD to address structural parts that may not 
meet the certified life limit, which could result in failure of the 
flap trailing edge and reduced controllability of the airplane. See the 
MCAI for additional background information.

Comments

    The FAA gave the public the opportunity to participate in 
developing this final rule. The following presents the comments 
received on the NPRM and the FAA's response to each comment.

[[Page 64802]]

Request To Include All Required Airplanes in the SUMMARY of the NPRM

    Bradley Schrock requested the FAA include the additional required 
Airbus Model airplanes in the SUMMARY section of the NPRM. The 
commenter pointed out that the additional models could easily be 
overlooked if the reader were to only read the SUMMARY of the NPRM.
    The FAA does not agree to revise the SUMMARY of this final rule. 
Operators are required to follow the applicability of the AD, which is 
specified in paragraph (c) of this AD. While the SUMMARY of this final 
rule doesn't specify all airplanes affected by this AD, it does specify 
that the FAA is adding airplanes to the applicability. Additionally, in 
the Background section of this final rule, the FAA has included all 
airplane models that are affected by this AD. Further, the SUMMARY 
section is a preamble requirement for all documents published in the 
Federal Register and must follow drafting requirements prescribed by 
the Office of the Federal Register (OFR). The SUMMARY section briefly 
provides context for the document within the Federal Register/CFR 
publication system; it does not summarize the content of the document. 
Adding the requested airplane models does not follow the OFR's 
requirements for the SUMMARY section. The FAA has not changed this 
final rule in this regard.

Request To Revise Compliance Statement in Paragraph (f) of the Proposed 
AD for Model A321 Airplanes

    Delta Air Lines (DAL) requested that the FAA revise the compliance 
statement in paragraph (f) of the proposed AD for Model A321 airplanes. 
DAL suggested that paragraph (f) of the NPRM be revised to read: 
``Comply with this AD within the compliance times specified, unless 
already done. For A321 operators, the earliest date that compliance may 
have occurred is 29MAY2020 (the issuance date of [EASA] PAD 19-
100R1).'' DAL pointed out that the suspected parts are line replaceable 
units (LRUs) with off-wing Instructions for Continued Airworthiness, 
and that these parts comprise a pool of rotable parts. DAL then 
specified that no revision of the service information referenced in 
EASA AD 2020-0174 has included the serial numbers of outer flap tabs. 
DAL stated that EASA AD 2020-0174 allows the use of any revision of the 
service information for the determination of these suspected parts. 
Further, DAL argued that, for Model A321 operators, the use of any 
service information revision for determination of suspected part 
applicability is inadequate for the identification of suspected outer 
flap tabs. DAL asserted that before May 29, 2020, comparison with the 
outer flap serial number lists within the service information 
referenced in EASA AD 2020-0174 could allow inadvertent exclusion of an 
outer flap tab that is included in the quality escape population.
    The FAA does not agree to revise the compliance statement in 
paragraph (f) of this AD. As stated previously, EASA AD 2020-0174 takes 
precedence over the service information referenced therein and this AD 
requires using EASA AD 2020-0174 for determining suspected parts. EASA 
AD 2020-0174 specifies using the service information only for 
accomplishing the required inspections and not for identifying the 
suspected parts. The FAA has determined EASA AD 2020-0174 addresses the 
unsafe condition on the universe of suspected parts. Further, the FAA 
has determined that the information provided by EASA and the 
manufacturer is adequate information for accomplishing the required 
actions. The FAA has not changed this AD regarding this issue.

Request To Add Exception To Clarify the Definition of Suspected 
Improperly Heat Treated (IHT) Parts

    DAL requested that the FAA revise the NPRM to include an exception 
to EASA AD 2020-0174 to clarify the definition of suspected IHT parts 
for Model A321 airplanes. DAL specified that, for Model A321 airplanes, 
the suspected IHT parts are constituent parts of the outer flap tabs, 
not the outer flaps as defined in EASA AD 2020-0174. DAL mentioned that 
if not clarified, the definition could introduce confusion for 
operators of Model A321 airplanes.
    The FAA does not agree to include an exception to EASA AD 2020-
0174. Appendix 2 of EASA AD 2020-0174 refers to the airplane 
manufacturer serial numbers, flap serial numbers, and the flap tab part 
numbers, based on the airplane configuration at the time of delivery to 
the first operator. Therefore, the FAA has determined that, even though 
the definition specified in EASA AD 2020-0174 does not explicitly state 
that, for Model A321 airplanes the suspected IHT parts are constituent 
to the outer flap tabs, the information necessary to make that 
determination is already included in Appendix 2 of EASA AD 2020-0174, 
which the definition references. The FAA has not changed this AD 
regarding this issue.

Request To Include Additional Service Information for Determining 
Affected Parts

    DAL requested that the FAA revise the NPRM to include Airbus In-
Service Information (ISI) Document 57.50.00022, which DAL stated 
includes outer flap and outer flap tab part number definitions for the 
serial numbers defined in Appendix 1 and Appendix 2 of EASA AD 2020-
0174. DAL pointed out that Appendix 1 and Appendix 2 of EASA AD 2020-
0174 do not contain any outer flap or outer flap tab (Model A321) part 
numbers, instead specifying the suspected part population by LRU serial 
number. DAL also mentioned that Airbus does not consider the Model A321 
flap tab serial numbers to be Aircraft Inspection Report (AIR) 
recordable within each airplane's delivery records. DAL implied that 
most operators would have difficulty tracing outer flap tab serial 
numbers to specific airplane manufacturer serial numbers. DAL also 
stated that there has been enough operator demand for clarification 
from the manufacturer that Airbus released ISI 57.50.00022. DAL noted 
that ISI 57.50.00022 is not referenced in the service information 
specified by EASA AD 2020-0174.
    The FAA disagrees with the request. This AD is based on EASA AD 
2020-0174, which is based on the configuration of the airplane at the 
time of delivery (as indicated in Notes 2 and 3 of EASA AD 2020-0174). 
It is not possible for the FAA to know all of the operator-specific 
part numbers and serial numbers installed on all of the airplanes 
affected by this AD or EASA AD 2020-0174. Therefore, it is the 
operator's responsibility to track these parts, so that they can 
identify discrepant parts as defined in the EASA AD and apply 
appropriate corrective actions. If an operator's fleet configuration, 
including part tracking system, does not allow compliance with the 
requirements of this AD, then that operator must present a customized 
plan for AD compliance for the applicable airplane with a request for 
an alternative method of compliance (AMOC) under the provisions of 
paragraph (i)(1) of this AD. It is impractical for the FAA to customize 
an AD in a way that meets operator's specific requirements for 
compliance. The FAA has not changed this AD regarding this issue.

Request To Include an Exception to the Method of Compliance

    DAL requested that the FAA add an exception to include a statement 
that,

[[Page 64803]]

for demonstration of compliance with Paragraph (5) of EASA AD 2020-
0174, the part serial number does not need to be positively identified, 
provided that it can be determined that the part is serviceable using 
the definition provided in EASA AD 2020-0174. DAL mentioned that the 
service information specified in EASA AD 2020-0174 does not contain 
part numbers for suspected parts, and instead the only part numbers 
within the service information appendices are the part numbers of 
potentially discrepant structural parts, which on Model A321 airplanes 
are not serialized. DAL pointed out that verbatim application of the 
service information might cause improper evaluation of parts for 
applicability of the suspected part definition. DAL continued to point 
out that the service information conflicts with EASA AD 2020-0174, and 
that EASA AD 2020-0174 bounds the suspected outer flap tab population 
by outer flap tab serial number in Appendix 2 of EASA AD 2020-0174. DAL 
then pointed out that verbatim application of the service information 
on Model A321 airplanes could introduce the possibility that the 
inspection of an outer flap tab with potentially discrepant internal 
structure is not completed.
    The FAA does not agree to include the requested exception. This AD 
requires EASA AD 2020-0174, which is based on the configuration of an 
airplane at the time of delivery. As specified in EASA AD 2020-0174, if 
a serial number cannot be identified, then that part is defined as a 
suspected part. EASA AD 2020-0174 takes precedence over any 
instructions specified in the service information it references. 
Therefore, operators can comply with the requirements of this AD. 
However, once this AD is published, any person may present sufficient 
data and rationale and request approval of an AMOC under the provisions 
of paragraph (i)(1) of this AD. The FAA has not changed this AD 
regarding this issue.

Conclusion

    The FAA reviewed the relevant data, considered the comments 
received, and determined that air safety and the public interest 
require adopting this final rule as proposed, except for minor 
editorial changes. The FAA has determined that these minor changes:
     Are consistent with the intent that was proposed in the 
NPRM for addressing the unsafe condition; and
     Do not add any additional burden upon the public than was 
already proposed in the NPRM.

Related Service Information Under 1 CFR Part 51

    EASA AD 2020-0174 describes procedures for a one-time eddy current 
conductivity measurement of certain structural parts of the outer flaps 
to determine if the incorrect alloy was used, and replacement if 
necessary; and a one-time eddy current conductivity measurement of 
certain other structural parts of the outer flaps to determine if the 
parts were properly heat treated, and replacement if necessary. This 
material is reasonably available because the interested parties have 
access to it through their normal course of business or by the means 
identified in the ADDRESSES section.

Costs of Compliance

    The FAA estimates that this AD affects 63 airplanes of U.S. 
registry. The FAA estimates the following costs to comply with this AD:

                                     Estimated Costs for Required Actions *
----------------------------------------------------------------------------------------------------------------
                                                                                     Cost per      Cost on U.S.
                Action                         Labor cost           Parts cost        product        operators
----------------------------------------------------------------------------------------------------------------
Retained actions from AD                6 work-hours x $85 per                $0            $510         $32,130
 2019[dash]21[dash]10.                   hour = $510.
New actions...........................  5 work-hours x $85 per                 0             425          26,775
                                         hour = $425.
----------------------------------------------------------------------------------------------------------------
* Table does not include estimated costs for reporting.

    The FAA estimates that it takes about 1 work-hour per product to 
comply with the reporting requirement in this 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 
$5,355, or $85 per product.
    The FAA has received no definitive data on which to base the cost 
estimates for the on-condition replacement specified in this AD.
    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.

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 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 control 
number for the collection of information required by this AD is 2120-
0056. The paperwork cost associated with this AD has been detailed in 
the Costs of Compliance section of this document and includes time for 
reviewing instructions, as well as completing and reviewing the 
collection of information. Therefore, all reporting associated with 
this AD is mandatory. Comments concerning the accuracy of this burden 
and suggestions for reducing the burden should be directed to the 
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

    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

[[Page 64804]]

distribution of power and responsibilities among the various levels of 
government.
    For the reasons discussed above, I certify that this AD:
    (1) Is not a ``significant regulatory action'' under Executive 
Order 12866,
    (2) Will not affect intrastate aviation in Alaska, and
    (3) Will not have a significant economic impact, positive or 
negative, on a substantial number of small entities under the criteria 
of the Regulatory Flexibility Act.

List of Subjects in 14 CFR Part 39

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

Adoption of the Amendment

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

PART 39--AIRWORTHINESS DIRECTIVES

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) 2019-21-10, Amendment 39-19776 
(84 FR 63794, November 19, 2019); and
0
b. Adding the following new AD:

2021-22-04 Airbus SAS: Amendment 39-21777; Docket No. FAA-2020-1029; 
Project Identifier MCAI-2020-01126-T.

(a) Effective Date

    This airworthiness directive (AD) is effective December 27, 
2021.

(b) Affected ADs

    This AD replaces AD 2019-21-10, Amendment 39-19776 (84 FR 63794, 
November 19, 2019) (AD 2019-21-10).

(c) Applicability

    This AD applies to all Airbus SAS airplanes identified in 
paragraphs (c)(1) through (4) of this AD, certificated in any 
category.
    (1) Model A318-111, -112, -121, and -122 airplanes.
    (2) Model A319-111, -112, -113, -114, -115, -131, -132, and -133 
airplanes.
    (3) Model A320-211, -212, -214, -216, -231, -232, and -233 
airplanes.
    (4) Model A321-111, -112, -131, -211, -212, -213, -231, and -232 
airplanes.

(d) Subject

    Air Transport Association (ATA) of America Code 57, Wings.

(e) Reason

    This AD was prompted by a quality control review, which 
determined that the wrong aluminum alloy was used to manufacture 
several structural parts and by the issuance of an updated list of 
suspected parts, including those that may have been improperly heat 
treated. The FAA is issuing this AD to address structural parts that 
may not meet the certified life limit, which could result in failure 
of the flap trailing edge and reduced controllability 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 
2020-0174, dated August 5, 2020 (EASA AD 2020-0174).

(h) Exceptions to EASA AD 2020-0174

    (1) Where EASA AD 2020-0174 refers to its effective date, this 
AD requires using the effective date of this AD.
    (2) The ``Remarks'' section of EASA AD 2020-0174 does not apply 
to this AD.
    (3) Where paragraphs (7) and (8) of EASA AD 2020-0174 mandate a 
parts installation limitation, this AD requires the following parts 
installation limitation: From the effective date of this AD, only 
serviceable parts as defined in EASA AD 2020-0174 are allowed to be 
installed on any airplane.
    (4) Where any service information referenced in EASA AD 2020-
0174 specifies reporting, this AD requires reporting all inspection 
results at the applicable time specified in paragraph (h)(4)(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 90 days after the effective date 
of this AD.

(i) Other FAA AD Provisions

    The following provisions also apply to this AD:
    (1) Alternative Methods of Compliance (AMOCs): The Manager, 
Large Aircraft Section, International Validation Branch, FAA, has 
the authority to approve AMOCs for this AD, if requested using the 
procedures found in 14 CFR 39.19. In accordance with 14 CFR 39.19, 
send your request to your principal inspector or responsible Flight 
Standards Office, as appropriate. If sending information directly to 
the Large Aircraft Section, International Validation Branch, send it 
to the attention of the person identified in paragraph (j) of this 
AD. Information may be emailed to: [email protected]. 
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 DOA. If approved by the DOA, the approval must include 
the DOA-authorized signature.
    (3) Required for Compliance (RC): Except as required by 
paragraphs (h)(4) and (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.
    (4) Paperwork Reduction Act Burden Statement: 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 be 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 as 
required by this AD. 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.

(j) Related Information

    For more information about this AD, contact Sanjay Ralhan, 
Aerospace Engineer, Large Aircraft Section, International Validation 
Branch, FAA, 2200 South 216th St., Des Moines, WA 98198; phone and 
fax: 206-231-3223; email: [email protected].

(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.

[[Page 64805]]

    (i) European Union Aviation Safety Agency (EASA) AD 2020-0174, 
dated August 5, 2020.
    (ii) [Reserved]
    (3) For EASA AD 2020-0174, contact EASA, Konrad-Adenauer-Ufer 3, 
50668 Cologne, Germany; phone: +49 221 8999 000; email: 
[email protected]; internet: www.easa.europa.eu. You may find this 
EASA AD on the EASA website at https://ad.easa.europa.eu.
    (4) You may view this material at the FAA, Airworthiness 
Products Section, Operational Safety Branch, 2200 South 216th St., 
Des Moines, WA. For information on the availability of this material 
at the FAA, call 206-231-3195. This material may be found in the AD 
docket on the internet at https://www.regulations.gov by searching 
for and locating Docket No. FAA-2020-1029.
    (5) You may view this material that is incorporated by reference 
at the National Archives and Records Administration (NARA). For 
information on the availability of this material at NARA, email 
[email protected], or go to: https://www.archives.gov/federal-register/cfr/ibr-locations.html.

    Issued on October 13, 2021.
Gaetano A. Sciortino,
Deputy Director for Strategic Initiatives, Compliance & Airworthiness 
Division, Aircraft Certification Service.
[FR Doc. 2021-25201 Filed 11-18-21; 8:45 am]
BILLING CODE 4910-13-P