Airworthiness Directives; Airbus SAS Airplanes, 54870-54874 [2022-19459]

Agencies

• Federal Aviation Administration
• DEPARTMENT OF TRANSPORTATION

[Federal Register Volume 87, Number 173 (Thursday, September 8, 2022)]
[Rules and Regulations]
[Pages 54870-54874]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2022-19459]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2022-1069; Project Identifier MCAI-2022-01175-T; 
Amendment 39-22174; AD 2022-19-05]
RIN 2120-AA64


Airworthiness Directives; Airbus SAS Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule; request for comments.

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SUMMARY: The FAA is superseding Emergency Airworthiness Directive (AD) 
2022-18-51, which applied to all Airbus SAS Model A330-841 and -941 
airplanes. Emergency AD 2022-18-51 required revising the existing 
airplane flight manual (AFM) to incorporate additional limitations 
prohibiting takeoff for certain airplane configurations; specified 
airplane dispatch restrictions using certain provisions of the A330 
master minimum equipment list (MMEL) or amending the existing FAA-
approved operator's minimum equipment list (MEL); and required 
obtaining and accomplishing instructions following certain maintenance 
messages. Since the FAA issued Emergency AD 2022-18-51, additional 
instructions and maintenance procedures have been developed to address 
failures of the high pressure valve (HPV). This AD continues to require 
the actions specified in Emergency AD 2022-18-51, and also requires 
maintenance actions, including an HPV seal integrity test, repetitive 
replacement of the HPV clips, revision of the existing AFM, and 
implementation of updates to the FAA-approved operator's MEL, 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 September 15, 2022.
    The Director of the Federal Register approved the incorporation by 
reference of a certain publication listed in this AD as of September 
15, 2022.
    The FAA must receive comments on this AD by October 24, 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: Deliver to Mail address above between 9 
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
    AD Docket: You may examine the AD docket at regulations.gov under 
Docket No. FAA-2022-1069; 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

[[Page 54871]]

other information. The street address for Docket Operations is listed 
above.
    Material Incorporated by Reference:
     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]; website easa.europa.eu. You 
may find this material on the EASA website at ad.easa.europa.eu. It is 
also available at regulations.gov under Docket No. FAA-2022-1069.

FOR FURTHER INFORMATION CONTACT: 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].

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-2022-1069; Project Identifier MCAI-
2022-01175-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 
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 
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.

Background

    On August 18, 2022, the FAA issued Emergency AD 2022-18-51 for all 
Airbus SAS Model A330-841 and -941 airplanes. Emergency AD 2022-18-51 
was prompted by MCAI originated by EASA, which is the Technical Agent 
for the Member States of the European Union. EASA issued EASA Emergency 
AD 2022-0170-E, dated August 17, 2022 (EASA Emergency AD 2022-0170-E), 
to correct an unsafe condition identified as leaking bleed system HPVs, 
likely due to HPV clip failure and sealing ring damage.
    Emergency AD 2022-18-51 required revising the existing AFM to 
incorporate additional limitations prohibiting takeoff for certain 
airplane configurations; specified airplane dispatch restrictions using 
certain provisions of the A330 MMEL or amending the existing FAA-
approved operator's MEL; and required obtaining and accomplishing 
instructions following certain maintenance messages. The FAA issued 
Emergency AD 2022-18-51 to address a leaking HPV, which may expose the 
pressure regulating valve (PRV), which is installed downstream from the 
HPV, to high pressure, possibly damaging the PRV itself and preventing 
its closure. The unsafe condition, if not addressed, could result in 
high pressure and temperatures in the duct downstream from the PRV, 
with possible duct burst, damage to several systems, and consequent 
loss of control of the airplane.

Actions Since Emergency AD 2022-18-51 Was Issued

    Since the FAA issued Emergency AD 2022-18-51, EASA superseded its 
Emergency AD 2022-0170-E and issued EASA AD 2022-0181, dated August 29, 
2022 (EASA AD 2022-0181) (also referred to as the MCAI), to correct an 
unsafe condition for all Airbus SAS A330-841 and -941 airplanes. The 
MCAI states that Airbus has since published service information 
providing maintenance actions including repetitive replacement of the 
HPV clips and AFM and MMEL updates that provide additional instructions 
and maintenance procedures to address failures of the HPV.
    You may examine the MCAI in the AD docket at regulations.gov under 
Docket No. FAA-2022-1069.

Explanation of Retained Requirements

    Although this AD does not explicitly restate the requirements of 
Emergency AD 2022-18-51, this AD retains all of the requirements of 
Emergency AD 2022-18-51. Those requirements are referenced in EASA AD 
2022-0181, which, in turn, is referenced in paragraph (g) of this AD.

Related Service Information Under 1 CFR Part 51

    EASA AD 2022-0181 retains the following actions from EASA Emergency 
AD 2022-0170-E: revision of the existing AFM to incorporate limitations 
prohibiting takeoff for certain airplane configurations; airplane 
dispatch restrictions using certain provisions of the A330 MMEL or 
amendment of the existing FAA-approved operator's MEL; and actions 
following certain maintenance messages.
    EASA AD 2022-0181 also specifies the following required actions:
     Revision of the Limitations section of the existing AFM to 
provide procedures to mitigate the risk of a non-isolated overpressure 
or overtemperature in the case of an excessive leak of the engine bleed 
HPV.
     Implementation of the instructions of the MMEL update on 
the basis of which the operator's MEL must be amended with new 
provisions and procedures for the following items: Air Conditioning 
Pack, Engine Bleed Air Supply System, Engine Bleed IP (Intermediate 
Pressure) Check Valve, and Engine Bleed HP Valve.
     A seal integrity test of each HPV, and corrective actions 
(including replacing the HPV, and a detailed inspection of the wing 
bellow on engine 1(2) and replacement of any damaged or deformed wing 
bellow).
    EASA AD 2022-0181 also describes the following maintenance 
instructions to be accomplished following certain faults or failures:
     HPV troubleshooting procedure and additional maintenance 
actions after any Class 1 maintenance message associated to an HPV 
fault, and corrective actions (including replacing HPV or wing bellow).
     HPV seal integrity test and the additional maintenance 
actions after any Class 1 or Class 2 maintenance message associated to 
a PRV fault, and corrective actions (including replacing

[[Page 54872]]

the HPV and PRV, and a detailed inspection of the wing bellow on engine 
1(2) and replacement of any damaged or deformed wing bellow).
     A visual (borescope) inspection of the engine bleed air 
system (EBAS) to detect signs of foreign object debris (FOD), including 
metallic debris in the butterfly valve and dents or damage of the flaps 
of the intermediate pressure check valve (IPCV), and dents and missing 
segments in the PRV, the header of the high pressure/intermediate 
pressure (HP/IP) duct, the y-duct, and the pylon ducts after any 
failure of an HPV clip and/or any of the HPV butterfly sealing rings, 
and corrective actions (including removing FOD and replacing the IPCV 
or PRV).
     A seal integrity test of each HPV after any take-off or 
go-around accomplished with ``packs OFF'' or ``APU bleed ON'' or 
``engine bleed OFF,'' and corrective actions (including replacing the 
HPV, and a detailed inspection of the wing bellow on engine 1(2) and 
replacement of any damaged or deformed wing bellow).
     Contacting Airbus for instructions after any HPV 
troubleshooting procedure if any Class 1 maintenance message occurs 
associated with an HPV fault.
     Initial and repetitive replacement of each HPV clip with a 
new HPV clip.
     Reporting to Airbus of any failure detected during the 
accomplishment of any maintenance action, seal integrity test, or 
visual inspection specified in EASA AD 2022-0181.
    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

    This product has been approved by the aviation authority of another 
country and is approved for operation in the United States. Pursuant to 
the FAA's bilateral agreement with this State of Design Authority, it 
has notified the FAA of the unsafe condition described in the MCAI 
described above. The FAA is issuing this AD after determining that the 
unsafe condition described previously is likely to exist or develop on 
other products of the same type design.

Requirements of This AD

    This AD requires accomplishing the actions specified in EASA AD 
2022-0181 described previously, except for any differences identified 
as exceptions in the regulatory text of this AD, and except as 
discussed under ``Differences Between this AD and the MCAI.''

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 2022-0181 is incorporated by reference in this AD. This AD 
requires compliance with EASA AD 2022-0181 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 2022-0181 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-
0181. Service information required by EASA AD 2022-0181 for compliance 
will be available at regulations.gov under Docket No. FAA-2022-1069 
after this AD is published.

Differences Between This AD and the MCAI

    EASA AD 2022-0181 requires operators to inform all flightcrews of 
revisions to the existing AFM and MEL, and thereafter to operate the 
airplane accordingly. However, this AD does not specifically require 
those actions, as those actions are already required by FAA 
regulations. FAA regulations require operators to 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 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. Furthermore, 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 
AFM and MEL would be redundant and unnecessary.
    Paragraph (2) of EASA AD 2022-0181 prohibits the dispatch of an 
airplane under specified provisions of the A330 MMEL items. This AD 
alternatively allows revising the operator's existing FAA-approved MEL 
by removing the items specified in paragraph (2) of EASA AD 2022-0181.

Interim Action

    The FAA considers that this AD is an interim action. The FAA 
anticipates that further AD action will follow.

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 
because a leaking HPV may expose the PRV to high pressure, possibly 
damaging the PRV itself and preventing its closure, which could lead to 
high pressure and temperatures in the duct downstream from the PRV, 
with possible duct burst, damage to several systems, and consequent 
loss of control of the airplane. The FAA considers a leaking HPV to be 
an urgent safety issue. The actions retained from the emergency AD must 
be performed before further flight; however, these actions on their own 
do not fully mitigate the unsafe condition. The new actions required by 
this AD will further mitigate the unsafe condition, and certain actions 
are required for compliance before further flight. 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)

[[Page 54873]]

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

                                      Estimated Costs for Required Actions
----------------------------------------------------------------------------------------------------------------
                                                                        Cost per
             Action                  Labor cost        Parts cost        product       Cost on U.S.  operators
----------------------------------------------------------------------------------------------------------------
Retained actions from Emergency  2 work-hours x $85              $0            $170  $2,550.
 AD 2022-18-51.                   per hour = $170.
New one-time actions...........  15 work-hours x                  0           1,275  $19,125.
                                  $85 per hour =
                                  $1,275.
HPV clip replacement...........  1 work-hour x $85               28             113  $1,695, per replacement
                                  per hour = $85.                                     cycle.
----------------------------------------------------------------------------------------------------------------

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

                                     Estimated Costs of On-Condition Actions
----------------------------------------------------------------------------------------------------------------
                                                                                                     Cost per
                    Action                                 Labor cost               Parts cost        product
----------------------------------------------------------------------------------------------------------------
HPV replacement...............................  4 work-hours x $85 per hour =            $96,885         $97,225
                                                 $340.
Wing bellow replacement.......................  6 work-hours x $85 per hour =              9,950          10,460
                                                 $510.
HPV seal integrity test.......................  1 work hour x $85 per hour = $85               0              85
----------------------------------------------------------------------------------------------------------------

    The FAA has no definitive data on which to base the cost estimate 
for the maintenance actions or additional actions specified in this AD.
    The FAA estimates that it would take about 1 work-hour per product 
to comply with the on-condition reporting requirement in this AD. The 
average labor rate is $85 per hour. Based on these figures, the FAA 
estimates the cost of reporting discrepancies on U.S. operators to be 
$85 per product, per incident.

Paperwork Reduction Act

    A federal agency may not conduct or sponsor, and a person is not 
required to respond to, nor shall a person be subject to a penalty for 
failure to comply with a collection of information subject to the 
requirements of the Paperwork Reduction Act unless that collection of 
information displays a 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.
    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

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

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

[[Page 54874]]

Sec.  39.13   [Amended]

0
2. The FAA amends Sec.  39.13 by adding the following new AD:

2022-19-05 Airbus SAS: Amendment 39-22174; Docket No. FAA-2022-1069; 
Project Identifier MCAI-2022-01175-T.

(a) Effective Date

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

(b) Affected ADs

    This AD replaces Emergency AD 2022-18-51, Project Identifier 
MCAI-2022-01125-T, dated August 18, 2022.

(c) Applicability

    This AD applies to all Airbus SAS Model A330-841 and -941 
airplanes, certificated in any category.

(d) Subject

    Air Transport Association (ATA) of America Codes 75, Air.

(e) Unsafe Condition

    This AD was prompted by reports of leaking bleed system high 
pressure valves (HPVs), likely due to HPV clip failure and sealing 
ring damage, and by the development of additional instructions and 
maintenance procedures to address HPV failures. The FAA is issuing 
this AD to address a leaking HPV, which may expose the pressure 
regulating valve (PRV), which is installed downstream from the HPV, 
to high pressure, possibly damaging the PRV itself and preventing 
its closure. The unsafe condition, if not addressed, could result in 
high pressure and temperatures in the duct downstream from the PRV, 
with possible duct burst, damage to several systems, and consequent 
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 
2022-0181, dated August 29, 2022 (EASA AD 2022-0181).

(h) Exceptions to EASA AD 2022-0181

    (1) Where EASA AD 2022-0181 refers to ``18 August 2022 [the 
effective date of EASA AD 2022-0170-E],'' this AD requires using 
``August 19, 2022.''
    (2) Where EASA AD 2022-0181 refers to its effective date, this 
AD requires using the effective date of this AD.
    (3) Where paragraphs (1), (2), (4), and (7) of EASA AD 2022-0181 
specify to inform all flightcrews of airplane flight manual (AFM) 
revisions and dispatch limitations, and thereafter to operate the 
airplane accordingly, this AD does not require those actions, as 
those actions are already required by existing FAA regulations.
    (4) Where paragraph (2) of EASA AD 2022-0181 prohibits the 
dispatch of an airplane under specified provisions of the A330 
master minimum equipment list (MMEL) items, this AD alternatively 
allows revising the operator's existing FAA-approved minimum 
equipment list (MEL) by removing the items specified in paragraph 
(2) of EASA AD 2022-0181, if accomplished before further flight as 
of August 19, 2022, as specified in FAA Emergency AD 2022-18-51.
    (5) The ``Remarks'' section of EASA AD 2022-0181 does not apply 
to this AD.

(i) Special Flight Permit

    Special flight permits may be issued in accordance with 14 CFR 
21.197 and 21.199 to operate the airplane to a location where the 
actions required by this AD may be accomplished, provided the 
requirements of paragraphs (1) and (2) of EASA AD 2022-0181 are 
first accomplished.

(j) Additional AD Provisions

    The following provisions also apply to this AD:
    (1) Alternative Methods of Compliance (AMOCs): The Manager, 
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 International 
Validation Branch, send it to the attention of the person identified 
in paragraph (k) 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, 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 (j)(2) of this AD, if any service information referenced 
in EASA AD 2022-0181 that contains paragraphs that are labeled as 
RC, the instructions in RC paragraphs, including subparagraphs under 
an RC paragraph, must be done to comply with this AD; any 
paragraphs, including subparagraphs under those paragraphs, that are 
not identified as RC are recommended. The instructions in 
paragraphs, including subparagraphs under those paragraphs, not 
identified as RC may be deviated from using accepted methods in 
accordance with the operator's maintenance or inspection program 
without obtaining approval of an AMOC, provided the instructions 
identified as RC can be done and the airplane can be put back in an 
airworthy condition. Any substitutions or changes to instructions 
identified as RC require approval of an AMOC.

(k) Additional Information

    For more information about this AD, contact 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].

(l) 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 2022-0181, 
dated August 29, 2022.
    (ii) [Reserved]
    (3) For EASA AD 2022-0181, contact EASA, Konrad-Adenauer-Ufer 3, 
50668 Cologne, Germany; telephone +49 221 8999 000; email 
[email protected]; website easa.europa.eu. You may find this EASA 
AD on the EASA website at 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 regulations.gov under Docket No. FAA-2022-1069.
    (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: www.archives.gov/federal-register/cfr/ibr-locations.html.

    Issued on September 1, 2022.
Christina Underwood,
Acting Director, Compliance & Airworthiness Division, Aircraft 
Certification Service.
[FR Doc. 2022-19459 Filed 9-6-22; 11:15 am]
BILLING CODE 4910-13-P