[Federal Register Volume 87, Number 26 (Tuesday, February 8, 2022)]
[Rules and Regulations]
[Pages 7033-7037]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2022-02554]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2021-0501; Project Identifier MCAI-2021-00168-T; 
Amendment 39-21908; AD 2022-02-11]
RIN 2120-AA64


Airworthiness Directives; Airbus SAS Airplanes

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

ACTION: Final rule.

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SUMMARY: The FAA is superseding Airworthiness Directive (AD) 2019-20-
10, which applied to certain Airbus SAS Model A318 series airplanes; 
Model A319-111, -112,-113, -114, -115, -131, -132, and -133 airplanes; 
Model A320-211, -212, -214, -216, -231, -232, and -233 airplanes; and 
Model A321-111, -112, -131, -211, -212, -213, -231, and -232 airplanes. 
AD 2019-20-10 required repetitive rototest inspections of the holes at 
the door stop fittings for any cracking, and corrective actions if 
necessary. Since the FAA issued AD 2019-20-10, a clarification of a 
certain compliance time for the rototest inspection was added. This AD 
clarifies a certain compliance time and continues to require repetitive 
rototest inspections of the holes at the door stop fittings for any 
cracking, and repair if necessary, 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 March 15, 2022.
    The Director of the Federal Register approved the incorporation by 
reference of a certain publication listed in this AD as of March 15, 
2022.

ADDRESSES: For material incorporated by reference (IBR) in this AD, 
contact EASA, Konrad-Adenauer-Ufer 3, 50668 Cologne, Germany; telephone 
+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 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-2021-0501.

Examining the AD Docket

    You may examine the AD docket at https://www.regulations.gov by 
searching for and locating Docket No. FAA-2021-0501; or in person at 
Docket Operations between 9 a.m. and 5 p.m., Monday through Friday, 
except Federal holidays. The AD docket contains this final rule, the 
mandatory continuing airworthiness information (MCAI), any comments 
received, and other information. The address for Docket Operations is 
U.S. Department of Transportation, Docket Operations, M-30, West 
Building Ground Floor, Room W12-140, 1200 New Jersey Avenue SE, 
Washington, DC 20590.

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

SUPPLEMENTARY INFORMATION:

Background

    EASA, which is the Technical Agent for the Member States of the 
European Union, has issued EASA AD 2018-0289R1, dated February 10, 2021 
(EASA AD 2018-0289R1) (also referred to as the MCAI), to correct an 
unsafe condition for certain Airbus SAS Model A318 series 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. EASA AD 2018-0289R1 supersedes EASA AD 2018-0289 (which 
corresponds to FAA AD 2019-20-10, Amendment 39-19763 (84 FR 61526, 
November 13, 2019) (AD 2019-20-10). 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 2019-20-10. AD 2019-20-10 applied to 
certain Airbus SAS Model A318 series airplanes; Model A319-111, -112, -
113, -114, -115, -131, -132, and -133 airplanes; Model A320-211, -212, 
-214, -216, -231, -232, and -233 airplanes; and Model A321-111, -112, -
131, -211, -212, -213, -231, and -232 airplanes. The NPRM published in 
the Federal Register on June 16, 2021 (86 FR 31989). The NPRM was 
prompted by a report that cracks were detected on frame (FR)16 and FR20 
web holes and passenger door intercostal fitting holes at the door stop 
fitting locations, and a determination that a certain compliance time 
needs to be clarified. The NPRM proposed to clarify a certain 
compliance time and continue to require repetitive rototest inspections 
of the holes at the door stop fittings for any cracking, and repair if 
necessary as specified in EASA AD 2018-0289R1.
    The FAA is issuing this AD to address cracking of the web holes at 
the door stop fittings, which could affect the structural integrity of 
the airplane. See the MCAI for additional background information.

Discussion of Final Airworthiness Directive

Comments

    The FAA received comments from two commenters, including Delta 
Airlines (DAL) and United Airlines (UAL). The following presents the 
comments received on the NPRM and the FAA's response to each comment.

[[Page 7034]]

Request To Clarify the Requirements of the Repair Design Approval Sheet 
(RDAS)

    DAL requested clarification for the following RDAS approval:
     Can the FAA confirm that paragraph (h)(4) of the proposed 
AD allow operators to account for repairs that are approved using a 
Repair and Design Approval Form (RDAF) in addition to those repairs 
that are approved using RDAS? DAL commented that since 2021, the RDAS 
is no longer Airbus's form of approving repair instructions and it has 
been replaced by RDAF.
     Can the FAA confirm that if a repair has been approved, 
``in accordance with 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,'' it is acceptable 
to accomplish the next inspection for each repaired area affected by 
using the same method of compliance? DAL commented that if this is the 
case, it requests the FAA either revise paragraph (h)(4) of the 
proposed AD or include an exception paragraph to the proposed AD to 
explicitly makes this clear.
    The FAA confirms that it accepts Airbus's EASA DOA approval in the 
form of both an RDAS and an RDAF. The FAA also confirms that for 
paragraph (3) of EASA AD 2018-0289R1, the next inspections are done at 
the times specified in the approved method. The FAA has added paragraph 
(h)(5) of this AD to specify where paragraph (3) of EASA AD 2018-0289R1 
refers to accomplishing the next due inspection of each repaired 
affected area ``within the compliance time as specified in, Airbus 
RDAS, as applicable,'' this AD uses the applicable compliance time 
specified in the repair ``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.''

Request To Revise the Compliance Time

    UAL stated AD 2018-0289R1 was issued to clarify that, to determine 
the compliance time for the initial inspection of an affected area, the 
latest accomplishment of the airworthiness limitations item (ALI) task 
for that affected area must be taken into account. UAL stated that the 
initial inspection for the FR16 door stop fitting holes cannot be 
accomplished within 16,800 flight cycles from ALI task 531103-01-1 if 
FR20 was the only applicable side for the task at ``[airworthiness 
limitations section] ALS Part 2 Rev 3'' or earlier revisions. UAL 
commented that, therefore, the proposed AD may have an impact on an 
airline's operation and, for FR16 only, result in immediate 
non[hyphen]compliance if ALI task 531103-01-1 was accomplished at ``ALS 
Part 2 Rev 3'' or earlier revisions for FR20. UAL stated that condition 
``A'' in ``Table 1: Inspection Thresholds'' of AD 2018-0289R1, 
specifies the inspection threshold for FR16 as 30,000 total flight 
cycles and certain airplanes may be above 30,000 total flight cycles 
under this condition.
    UAL commented that the side of FR16 was added to the ALI task 
531103-01-1 description in ``ALS Part 2 Rev 4,'' and as stated in ``ALS 
Part 2 Rev 4, Section 2 Paragraph 1(1),'' the two digit sequence number 
following structural significant item number (i.e., 531103-01) changes 
when the inspection area is physically different (i.e., FR16 or FR20). 
UAL also commented that ``ALS Part 2 Rev 4'' did not change the ALI 
task sequence number or describe any retroactive action if FR20 was the 
only side previously inspected using ``ALS Part 2 Rev 3'' or earlier 
revisions. UAL stated that it believes this change was overlooked in 
``ALS Part 2 Rev 4,'' and as a result, operators may not have been 
aware to reset the initial inspection for the ALI for FR16.
    The FAA acknowledges the commenter's concern for the FR16 
inspection requirement. The FAA has added paragraph (h)(6) to this AD 
to include a 30-day grace period as of the effective date of this AD 
for airplanes affected by condition ``A'' in ``Table 1: Inspection 
Thresholds'' of AD 2018-0289R1. The 30-day grace period prevents 
grounding of airplanes that are above the 30,000 total flight cycle 
threshold while still allowing for an acceptable level of safety.
    Regarding the change in ``ALS part 2 Rev 4,'' the FAA notes that 
the description for task 531103-01 to accomplish the inspection for 
FR16 and FR20 is specified in ``ALS part 2 Rev 4.'' The change related 
to FR16 was also referenced in the record of revision section of ``ALS 
part 2.''

Request To Clarify Alternative Method of Compliance (AMOC) Approvals

    DAL requested clarification of AMOC approvals as specified in 
paragraphs (i)(1)(i) and (ii) of the proposed AD. DAL commented on a 
scenario where an AMOC was approved for AD 2019-20-10 for an operator's 
entire fleet, which included a deviation to one of the paragraphs in 
EASA AD 2018-0289 and a deviation to one of the applicable service 
bulletins for correcting an error. DAL commented that because the AMOC 
is applicable to the whole fleet, it is possible that the AMOC approval 
applies to a manufacturer serial number that is applicable to the 
compliance time specified in ``Table 1: Inspection Thresholds,'' Row B, 
of EASA AD 2018-0289R1. DAL asked if this particular AMOC still applies 
once the final rule becomes effective or is a new AMOC request required 
for a deviation to the EASA AD requirements and for the service 
bulletin correction?
    The FAA agrees to provide clarification. The intent of the 
paragraph (i)(1)(i) and (ii) of this AD is to ensure that existing 
AMOCs are not inadvertently affected with the new inspection threshold 
added in EASA AD 2018-0289R1. It is the operator's responsibility to 
consult with the FAA oversight office and the office responsible for 
the issuance of an AMOC if AMOC validity is impacted by ``Table 1: 
Inspection Thresholds,'' Row B, of EASA AD 2018-0289R1. If an AMOC is 
issued to correct service bulletin errors and it is not related to the 
inspection threshold change in ``Table 1: Inspection Thresholds,'' Row 
B, of EASA AD 2018-0289R1, then it would be applicable to this AD 
without further evaluation. The FAA has not changed the AD in this 
regard.

Requests To Include or Exclude a Reporting Requirement

    UAL requested that the proposed AD include a reporting requirement 
for the inspection. UAL stated that it believes no reporting to the 
manufacturer is required since it is not a requirement in AD 2019-20-10 
or EASA AD 2018-0289R1; however, UAL also noted that Airbus Mandatory 
Bulletin A320-53-1339, Revision 01, dated April 7, 2021, contains 
reporting in the ``Required for Compliance'' section of the service 
bulletin.
    DAL requested that the FAA add a statement to paragraph (h) of the 
proposed AD exempting operators from any mandatory reporting. DAL 
commented that Airbus has issued Mandatory Bulletin A320-53-1339, 
Revision 01, dated April 7, 2021, and that paragraph 3.C. of the 
service bulletin contains instructions to complete an ``Inspection 
Report Sheet'' form and to send the completed form to Airbus. DAL 
stated that paragraph 3.C.(8) of Airbus Mandatory Bulletin

[[Page 7035]]

A320-53-1339, Revision 01, dated April 7, 2021, is considered an ``RC'' 
paragraph, and therefore, reporting the inspection results is 
considered mandatory. DAL commented that, typically, reporting is 
needed from operators to determine root cause of the issue and that the 
root cause of the safety concern is already addressed in previously 
issued revisions of the service information.
    The FAA agrees to clarify. EASA AD 2018-0289R1 does not include a 
reporting requirement that is separate from the reporting to address an 
unsafe condition (inspection findings); however EASA AD 2018-0289R1 
allows the use of later-approved revisions of the service information, 
which includes Airbus Mandatory Service Bulletin A320-53-1339, Revision 
01, dated April 7, 2021. Airbus Mandatory Service Bulletin A320-53-
1339, Revision 01, dated April 7, 2021, specifies reporting is 
necessary if the cracked intercostal(s) are replaced according to 
repair instruction R53113118. The FAA would also like to clarify that 
requirements to contact manufacturer to obtain method of compliance 
does not require specific reporting requirements and must be complied 
with.
    The FAA has added paragraph (h)(7) of this AD to clarify that the 
reporting specified in paragraph 3.C.(8) of the inspection service 
bulletin referenced in EASA AD 2018-0289R1, is required only if the 
cracked intercostal(s) have been replaced using repair instruction 
R53113118.

Conclusion

    The FAA reviewed the relevant data, considered the comments 
received, and determined that air safety requires adopting this AD as 
proposed. Except for minor editorial changes, and any other changes 
described previously, this AD is adopted as proposed in the NPRM. None 
of the changes will increase the economic burden on any operator. 
Accordingly, the FAA is issuing this AD to address the unsafe condition 
on these products.

Related Service Information Under 1 CFR Part 51

    EASA AD 2018-0289R1 describes procedures for repetitive rototest 
inspections of the holes at the door stop fittings for any cracking and 
repair 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 1,528 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                33 work-hours x $85 per               $0          $2,805      $3,447,345
 2019[dash]20[dash]10 (1,229             hour = $2,805.
 airplanes).
Inspections...........................  33 work-hours x $85 per                0           2,805       4,286,040
                                         hour = $2,805.
----------------------------------------------------------------------------------------------------------------

    The FAA estimates the following costs to do any necessary on-
condition actions that would be required based on the results of any 
required actions. The FAA has no way of determining the number of 
aircraft that might need this on-condition action:

                                     Estimated Costs of On-Condition Actions
----------------------------------------------------------------------------------------------------------------
                                 Labor cost                                     Parts cost     Cost per product
----------------------------------------------------------------------------------------------------------------
51 work-hours x $85 per hour = $4,335 (repair)..............................            $350              $4,685
1 work-hours x $85 per hour = $85 (reporting)...............................               0                  85
----------------------------------------------------------------------------------------------------------------

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 currently 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

    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.

[[Page 7036]]

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

List of Subjects in 14 CFR Part 39

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

The Amendment

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

PART 39--AIRWORTHINESS DIRECTIVES

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) AD 2019-20-10, Amendment 39-
19763 (84 FR 61526, November 13, 2019); and
0
b. Adding the following new AD:

2022-02-11 Airbus SAS: Amendment 39-21908; Docket No. FAA-2021-0501; 
Project Identifier MCAI-2021-00168-T.

(a) Effective Date

    This airworthiness directive (AD) is effective March 15, 2022.

(b) Affected ADs

    This AD replaces AD 2019-20-10, Amendment 39-19763 (84 FR 61526, 
November 13, 2019) (AD 2019-20-10).

(c) Applicability

    This AD applies to Airbus SAS airplanes specified in paragraphs 
(c)(1) through (4) of this AD, certificated in any category, as 
identified in European Union Aviation Safety Agency (EASA) AD 2018-
0289R1, dated February 10, 2021 (EASA AD 2018-0289R1).
    (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 53, Fuselage.

(e) Reason

    This AD was prompted by a report that cracks were detected on 
frame (FR)16 and FR20 web holes and passenger door intercostal 
fitting holes at the door stop fitting locations, and a 
determination that a certain compliance time needs to be clarified. 
The FAA is issuing this AD to address cracking of the web holes at 
the door stop fittings, which could affect the structural integrity 
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 2018-0289R1.

(h) Exceptions to EASA AD 2018-0289R1

    (1) Where EASA AD 2018-0289R1 refers to its effective date, this 
AD requires using the effective date of this AD.
    (2) The ``Remarks'' section of EASA AD 2018-0289R1 does not 
apply to this AD.
    (3) Where Table 1 of EASA AD 2018-0289R1 refers to a compliance 
time ``after 31 May 2017,'' this AD requires using a compliance time 
after May 31, 2018 (the effective date of task 531103-01-1 in ``ALS 
Part 2 rev. 6'').
    (4) Where paragraphs (3) and (6) of EASA AD 2018-0289R1 refers 
to actions that have been done ``in accordance with Airbus Repair 
Design Approval Sheet (RDAS),'' this AD includes repair done ``in 
accordance with 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.''
    (5) Where paragraph (3) of EASA AD 2018-0289R1 refers to 
accomplishing the next due inspection of each repaired affected area 
``within the compliance time as specified in, Airbus RDAS, as 
applicable,'' for this AD use the applicable compliance time 
specified in the repair ``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.''
    (6) Where condition ``A'' in Table 1 of EASA AD 2018-0289R1 
specifies a compliance time of ``Before exceeding 30[,]000 FC since 
aeroplane first flight,'' this AD requires, for the inspection at 
frame 16 only, a compliance time of ``Before exceeding 30,000 flight 
cycles since airplane's first flight, or within 30 days after the 
effective date of this AD, whichever occurs later.''
    (7) If the actions in paragraph 3.C.(8) of the inspection 
service bulletin referenced in EASA AD 2018-0289R1 specifies to 
report all findings, this AD requires reporting if only the cracked 
intercostal(s) that have been replaced using repair instruction 
R53113118. Report results 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 European Aviation Safety Agency (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 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].
    (i) Before using any approved AMOC, notify your appropriate 
principal inspector, or lacking a principal inspector, the manager 
of the responsible Flight Standards Office.
    (ii) AMOCs approved previously for AD 2019-20-10 are approved as 
AMOCs for the corresponding provisions of EASA AD 2018-0289R1 that 
are required by paragraph (g) of this AD, except for those airplanes 
having a compliance time specified in ``Table 1: Inspection 
Thresholds,'' Row B, of EASA AD 2018-0289R1.
    (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): For any service information 
referenced in EASA AD 2018-0289R1 that contains RC procedures and 
tests: Except as required by paragraph (i)(2) of this AD, RC 
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 Sanjay Ralhan, 
Aerospace Engineer, Large Aircraft Section, International Validation 
Branch, FAA, 2200 South 216th St., Des Moines, WA 98198; telephone 
and fax 206-231-3223; email [email protected].

[[Page 7037]]

(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 2018-0289R1, 
dated February 10, 2021.
    (ii) [Reserved]
    (3) For EASA AD 2018-0289R1, contact EASA, Konrad-Adenauer-Ufer 
3, 50668 Cologne, Germany; telephone +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.
    (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 January 10, 2022.
Lance T. Gant,
Director, Compliance & Airworthiness Division, Aircraft Certification 
Service.
[FR Doc. 2022-02554 Filed 2-7-22; 8:45 am]
BILLING CODE 4910-13-P


