[Federal Register Volume 87, Number 180 (Monday, September 19, 2022)]
[Proposed Rules]
[Pages 57150-57153]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2022-20090]


 ========================================================================
 Proposed Rules
                                                 Federal Register
 ________________________________________________________________________
 
 This section of the FEDERAL REGISTER contains notices to the public of 
 the proposed issuance of rules and regulations. The purpose of these 
 notices is to give interested persons an opportunity to participate in 
 the rule making prior to the adoption of the final rules.
 
 ========================================================================
 

  Federal Register / Vol. 87, No. 180 / Monday, September 19, 2022 / 
Proposed Rules  

[[Page 57150]]



DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2022-1165; Project Identifier MCAI-2022-00700-T]
RIN 2120-AA64


Airworthiness Directives; Airbus SAS Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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

SUMMARY: The FAA proposes to supersede Airworthiness Directive (AD) 
2020-12-11, which applies to all Airbus SAS Model A319-111, -112, -113, 
-114, -115, -151N, and -153N airplanes; Model A320-251N, -252N, -253N, 
-271N, -272N, and -273N airplanes; and Model A321-251N, -251NX, -252N, 
-252NX, -253N, -253NX, -271N, -271NX, -272N, and -272NX airplanes. AD 
2020-12-11 requires revising the airplane flight manual (AFM) and 
applicable corresponding operational procedures to limit the use of 
speed brakes in certain airplane configurations, as specified in a 
European Union Aviation Safety Agency (EASA) AD. This AD was prompted 
by a determination that, for certain airplanes, updated flight guidance 
(FG) 3G standard software for the flight management and guidance 
computer (FMGC) has been developed to address the unsafe condition. 
This proposed AD would continue to require the actions in AD 2020-12-11 
and would require, for certain airplanes, installing updated FG 3G 
standard software, and would prohibit the installation of affected FG 
standards, as specified in a European Union Aviation Safety Agency 
(EASA) AD, which is proposed for incorporation by reference. The FAA is 
proposing this AD to address the unsafe condition on these products.

DATES: The FAA must receive comments on this proposed AD by November 3, 
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 regulations.gov. Follow 
the instructions for submitting comments.
     Fax: 202-493-2251.
     Mail: U.S. Department of Transportation, Docket 
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New 
Jersey Avenue SE, Washington, DC 20590.
     Hand Delivery: U.S. Department of Transportation, Docket 
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New 
Jersey Avenue SE, Washington, DC 20590, between 9 a.m. and 5 p.m., 
Monday through Friday, except Federal holidays.
    For material that will be incorporated by reference (IBR) in this 
AD, contact EASA, Konrad-Adenauer-Ufer 3, 50668 Cologne, Germany; 
telephone +49 221 8999 000; email [email protected]; internet 
easa.europa.eu. You may find this material on the EASA website at 
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. The mandatory continuing airworthiness 
information (MCAI) is also available in the AD docket at 
regulations.gov by searching for and locating Docket No. FAA-2022-1165.

Examining the AD Docket

    You may examine the AD docket at regulations.gov by searching for 
and locating Docket No. FAA-2022-1165; 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 NPRM, the MCAI, any 
comments received, and other information. The street address for Docket 
Operations is listed above.

FOR FURTHER INFORMATION CONTACT: Manuel Hernandez, Aerospace Engineer, 
Airframe Section, FAA, Los Angeles ACO Branch, 3960 Paramount 
Boulevard, Lakewood, CA 90712-4137; phone: 562-627-5256; fax: 562-627-
5210; email: [email protected].

SUPPLEMENTARY INFORMATION: 

Comments Invited

    The FAA invites you to send any written relevant data, views, or 
arguments about this proposal. Send your comments to an address listed 
under ADDRESSES. Include ``Docket No. FAA-2022-1165; Project Identifier 
MCAI-2022-00700-T'' at the beginning of your comments. The most helpful 
comments reference a specific portion of the proposal, explain the 
reason for any recommended change, and include supporting data. The FAA 
will consider all comments received by the closing date and may amend 
this proposal because of those comments.
    Except for Confidential Business Information (CBI) as described in 
the following paragraph, and other information as described in 14 CFR 
11.35, the FAA will post all comments received, without change, to 
regulations.gov, including any personal information you provide. The 
agency will also post a report summarizing each substantive verbal 
contact received about this NPRM.

Confidential Business Information

    CBI is commercial or financial information that is both customarily 
and actually treated as private by its owner. Under the Freedom of 
Information Act (FOIA) (5 U.S.C. 552), CBI is exempt from public 
disclosure. If your comments responsive to this NPRM contain commercial 
or financial information that is customarily treated as private, that 
you actually treat as private, and that is relevant or responsive to 
this NPRM, it is important that you clearly designate the submitted 
comments as CBI. Please mark each page of your submission containing 
CBI as ``PROPIN.'' The FAA will treat such marked submissions as 
confidential under the FOIA, and they will not be placed in the public 
docket of this NPRM. Submissions containing CBI should be sent to 
Vladimir Ulyanov, Aerospace Engineer, Large Aircraft Section, FAA, 
International Validation Branch, 2200 South 216th St., Des Moines, WA 
98198; telephone 206-231-3229; email [email protected].
    Any commentary that the FAA receives which is not specifically 
designated as CBI will be placed in the public docket for this 
rulemaking.

[[Page 57151]]

Background

    The FAA issued AD 2020-12-11, Amendment 39-19920 (85 FR 41177, July 
9, 2020) (AD 2020-12-11), for all Airbus SAS Model A319-111, -112, -
113, -114, -115, -151N, and -153N airplanes; Model A320-251N, -252N, -
253N, -271N, -272N, and -273N airplanes; and Model A321-251N, -251NX, -
252N, -252NX, -253N, -253NX, -271N, -271NX, -272N, and -272NX 
airplanes. AD 2020-12-11 requires revising the AFM and applicable 
corresponding operational procedures to limit the use of speed brakes 
in certain airplane configurations. The FAA issued AD 2020-12-11 to 
address certain airplane configurations, which could result in auto-
pilot disconnection and high angle-of-attack, and consequent increased 
workload for the flightcrew during a critical phase of flight and 
possible loss of control of the airplane.

Actions Since AD 2020-12-11 Was Issued

    Since the FAA issued AD 2020-12-11, for certain airplanes, updated 
FG 3G standard software for the FMGC 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 2022-0096, dated May 31, 2022 (EASA 
AD 2022-0096) (also referred to as the MCAI), to correct an unsafe 
condition for all Airbus SAS Model A319-111, -112, -113, -114, -115, -
151N, and -153N airplanes; Model A320-251N, -252N, -253N, -271N, -272N, 
and -273N airplanes; and Model A321-251N, -251NX, -252N, -252NX, -253N, 
-253NX, -271N, -271NX, -272N, and -272NX airplanes.
    This proposed AD was prompted by a report of a non-stabilized 
approach followed by an automatic go-around, which led to an airplane 
pitch-up attitude and resulted in an auto-pilot disconnection; and a 
determination that, for certain airplanes, updated FG 3G standard 
software for the FMGC has been developed. The FAA is proposing this AD 
to address certain airplane configurations that could result in auto-
pilot disconnection and high angle-of-attack, and consequent increased 
workload for the flightcrew during a critical phase of flight and 
possible loss of control of the airplane. See the MCAI for additional 
background information.

Explanation of Retained Requirements

    Although this proposed AD does not explicitly restate the 
requirements of AD 2020-12-11, this proposed AD would retain all of the 
requirements of AD 2020-12-11. Those requirements are referenced in 
EASA AD 2022-0096, which, in turn, is referenced in paragraph (g) of 
this proposed AD.

Related Service Information Under 1 CFR Part 51

    EASA AD 2022-0096 specifies procedures for revising the AFM to 
limit the use of speed brakes in certain landing conditions, and for 
certain airplanes, updating the FG 3G standard software for the FMGC 
and prohibiting the installation of affected FG standards.
    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 the State of Design 
Authority, it has notified the FAA of the unsafe condition described in 
the MCAI referenced above. The FAA is issuing this NPRM after 
determining that the unsafe condition described previously is likely to 
exist or develop in other products of these same type designs.

Proposed AD Requirements in This NPRM

    This proposed AD would retain all of the requirements of AD 2020-
12-11. This proposed AD would require accomplishing the actions 
specified in EASA AD 2022-0096 described previously.
    EASA AD 2022-0096 requires operators to ``inform all flight crews'' 
of revisions to the AFM, and thereafter to ``operate the aeroplane 
accordingly.'' However, this proposed AD does not specifically require 
those actions as those actions are already required by FAA regulations. 
FAA regulations require that 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 proposed AD to operate 
the airplane according to the revised AFM 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, the 
FAA proposes to incorporate EASA AD 2022-0096 by reference in the FAA 
final rule. This proposed AD would, therefore, require compliance with 
EASA AD 2022-0096 in its entirety through that incorporation, except 
for any differences identified as exceptions in the regulatory text of 
this proposed AD. Using common terms that are the same as the heading 
of a particular section in EASA AD 2022-0096 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-
0096. Service information required by EASA AD 2022-0096 for compliance 
will be available at regulations.gov by searching for and locating 
Docket No. FAA-2022-1165 after the FAA final rule is published.

Interim Action

    The FAA considers this proposed AD interim action. If final action 
is later identified, the FAA might consider further rulemaking then.

Costs of Compliance

    The FAA estimates that this proposed AD affects 693 airplanes of 
U.S. registry. The FAA estimates the following costs to comply with 
this proposed AD:

[[Page 57152]]



                                      Estimated Costs for Required Actions
----------------------------------------------------------------------------------------------------------------
                                                                                               Cost on U.S.
            Action                Labor cost          Parts cost       Cost per  product         operators
----------------------------------------------------------------------------------------------------------------
Retained actions from AD 2020- 1 work-hour x     $0.................  $85...............  $58,905.
 12-11.                         $85 per hour =
                                $85.
Software update..............  Up to 5 work-     Up to $570.........  Up to $995........  Up to $689,535.
                                hours x $85 per
                                hour = $425.
----------------------------------------------------------------------------------------------------------------

Authority for This Rulemaking

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

Regulatory Findings

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

List of Subjects in 14 CFR Part 39

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

The Proposed Amendment

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

PART 39--AIRWORTHINESS DIRECTIVES

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

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


Sec.  39.13  [Amended]

0
2. The FAA amends Sec.  39.13 by:
0
a. Removing Airworthiness Directive (AD) 2020-12-11, Amendment 39-19920 
(85 FR 41177, July 9, 2020); and
0
b. Adding the following new AD:

Airbus SAS: Docket No. FAA-2022-1165; Project Identifier MCAI-2022-
00700-T.

(a) Comments Due Date

    The FAA must receive comments on this airworthiness directive 
(AD) by November 3, 2022.

(b) Affected ADs

    This AD replaces AD 2020-12-11, Amendment 39-19920 (85 FR 41177, 
July 9, 2020).

(c) Applicability

    This AD applies to all Airbus SAS Model airplanes identified in 
paragraphs (c)(1) through (3) of this AD, certificated in any 
category.
    (1) Model A319-111, -112, -113, -114, -115, -151N, and -153N 
airplanes.
    (2) Model A320-251N, -252N, -253N, -271N, -272N, and -273N 
airplanes.
    (3) Model A321-251N, -251NX, -252N, -252NX, -253N, -253NX, -
271N, -271NX, -272N, and -272NX airplanes.

(d) Subject

    Air Transport Association (ATA) of America Code 22, Auto Flight.

(e) Unsafe Condition

    This AD was prompted by a report of a non-stabilized approach 
followed by an automatic go-around, which led to an airplane pitch-
up attitude and resulted in an auto-pilot disconnection; and a 
determination that, for certain airplanes, updated flight guidance 
(FG) 3G standard software for the flight management and guidance 
computer (FMGC) is necessary. The FAA is issuing this AD to address 
certain airplane configurations that could result in auto-pilot 
disconnection and high angle-of-attack, and consequent increased 
workload for the flightcrew during a critical phase of flight and 
possible 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, European Union Aviation Safety Agency (EASA) AD 
2022-0096, dated May 31, 2022 (EASA AD 2022-0096).

(h) Exceptions to EASA AD 2022-0096

    (1) Where EASA AD 2022-0096 refers to ``the effective date of 
EASA AD 2020-0118,'' this AD requires using July 24, 2020 (the 
effective date of AD 2020-12-11).
    (2) Where EASA AD 2022-0096 refers to its effective date, this 
AD requires using the effective date of this AD.
    (3) Where paragraph (1) of EASA AD 2022-0096 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) The ``Remarks'' section of EASA AD 2022-0096 does not apply 
to this AD.

(i) Additional FAA AD Provisions

    The following provisions also apply to this AD:
    (1) Alternative Methods of Compliance (AMOCs): The Manager, 
Large Aircraft Section, International Validation Branch, FAA, has 
the authority to approve AMOCs for this AD, if requested using the 
procedures found in 14 CFR 39.19. In accordance with 14 CFR 39.19, 
send your request to your principal inspector or responsible Flight 
Standards Office, as appropriate. If sending information directly to 
the Large Aircraft Section, International Validation Branch, send it 
to the attention of the person identified in paragraph (j)(2) of 
this AD. Information may be emailed to: [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 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

[[Page 57153]]

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

    (1) For EASA AD 2022-0096, contact EASA, Konrad-Adenauer-Ufer 3, 
50668 Cologne, Germany; telephone +49 221 8999 000; email 
[email protected]; internet easa.europa.eu. You may find this EASA 
AD on the EASA website at ad.easa.europa.eu. You may view this 
material at the FAA, Airworthiness Products Section, Operational 
Safety Branch, 2200 South 216th St., Des Moines, WA. For information 
on the availability of this material at the FAA, call 206-231-3195. 
This material may be found in the AD docket at regulations.gov by 
searching for and locating Docket No. FAA-2022-1165.
    (2) For more information about this AD, contact Manuel 
Hernandez, Aerospace Engineer, Airframe Section, FAA, Los Angeles 
ACO Branch, 3960 Paramount Boulevard, Lakewood, CA 90712-4137; 
phone: 562-627-5256; fax: 562-627-5210; email: 
[email protected].

    Issued on September 13, 2022.
Christina Underwood,
Acting Director, Compliance & Airworthiness Division, Aircraft 
Certification Service.
[FR Doc. 2022-20090 Filed 9-16-22; 8:45 am]
BILLING CODE 4910-13-P


