[Federal Register Volume 87, Number 183 (Thursday, September 22, 2022)]
[Rules and Regulations]
[Pages 57799-57804]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2022-20488]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2021-1076; Project Identifier MCAI-2021-00560-T; 
Amendment 39-22178; AD 2022-19-09]
RIN 2120-AA64


Airworthiness Directives; Airbus Canada Limited Partnership (Type 
Certificate Previously Held by C Series Aircraft Limited Partnership 
(CSALP); Bombardier, Inc.) Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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SUMMARY: The FAA is adopting a new airworthiness directive (AD) for all 
Airbus Canada Limited Partnership Model BD-500-1A10 and BD-500-1A11 
airplanes. This AD was prompted by reports of in-service findings of 
corrosion on the flange of the main landing gear (MLG) lower spindle 
pin. This AD requires repetitive inspections of the left and right MLG 
lower spindle pins to detect corrosion, and applicable repair or 
replacement if necessary, as specified in a Transport Canada Civil 
Aviation (TCCA) 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 October 27, 2022.
    The Director of the Federal Register approved the incorporation by 
reference of a certain publication listed in this AD as of October 27, 
2022.

ADDRESSES: For material incorporated by reference (IBR) in this AD, 
contact TCCA, Transport Canada National Aircraft Certification, 159 
Cleopatra Drive, Nepean, Ontario, K1A 0N5, Canada; telephone 888-663-
3639; email [email protected]; internet tc.canada.ca/en/aviation. 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 regulations.gov by 
searching for and locating Docket No. FAA-2021-1076.

Examining the AD Docket

    You may examine the AD docket at regulations.gov by searching for 
and locating Docket No. FAA-2021-1076; 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: Chirayu Gupta, Aerospace Engineer, 
Mechanical Systems and Administrative Services Section, FAA, New York 
ACO Branch, 1600 Stewart Avenue, Suite 410, Westbury, NY 11590; 
telephone 516-228-7300; fax 516-794-5531; email [email protected].

SUPPLEMENTARY INFORMATION:

Background

    The FAA issued a notice of proposed rulemaking (NPRM) to amend 14 
CFR part 39 by adding an AD that would apply to all Airbus Canada 
Limited Partnership Model BD-500-1A10 and BD-500-1A11 airplanes. The 
NPRM published in the Federal Register on December 27, 2021 (86 FR 
73194). The NPRM was prompted by reports of in-service findings of 
corrosion on the flange of the MLG lower spindle pin. The NPRM proposed 
to require repetitive inspections of the left and right MLG lower 
spindle pins to detect corrosion, and applicable repair or replacement 
if necessary, as specified in TCCA AD CF-2021-22, issued July 5, 2021 
(TCCA CF-2021-22).

[[Page 57800]]

    Since the NPRM was published, TCCA issued AD CF-2021-22R1, issued 
May 13, 2022 (TCCA AD CF-2021-22R1) (also referred to as the MCAI). 
TCCA AD CF-2021-22R1 revises TCCA AD CF-2021-22 by extending the 
calendar-based compliance time from 36 to 48 months for the initial 
inspection. This extended compliance time was based on submissions from 
the reporting requirement in TCCA AD CF-2021-22, and further analysis 
of the MLG lower spindle pin. The FAA concurs that the extended 
compliance time provides an acceptable level of safety to address the 
identified unsafe condition. The FAA has revised this AD to refer to 
TCCA AD CF-2021-22R1 as the acceptable means of compliance for 
accomplishing the required actions. The FAA has determined that 
providing notice and seeking comment on this change is unnecessary as 
the reduced compliance time provides relief to operators. In addition, 
the FAA has given credit for accomplishing actions done using TCCA AD 
CF-2021-22 before the effective date of this AD in paragraph (j)(1) of 
this AD.
    The FAA is issuing this AD to address corrosion and subsequent 
cracking of the MLG lower spindle pin, which could result in failure of 
the pin, and consequent collapse of the MLG. See the MCAI for 
additional background information.

Discussion of Final Airworthiness Directive

Comments

    The FAA received a comment from The Air Line Pilots Association, 
International (ALPA) who supported the NPRM without change.
    The FAA received additional comments from Delta Air Lines (DAL). 
The following presents the comments received on the NPRM and the FAA's 
response to each comment.

Request To Remove or Revise Inspection Report Requirement

    DAL noted that paragraph (h)(2) of the proposed AD specifies 
reporting requirements to report only positive findings of the first 
four inspections. DAL asked that the reporting requirement define what 
is to be reported, e.g., the fleet, the aircraft, or the spindle level.
    DAL also requested that paragraph (h)(2)(ii) of the proposed AD, 
which requires reporting for inspections done before the effective date 
of the AD, be deleted. DAL stated that operators may not have the 
reporting information specified in the referenced service information 
since the findings may not have been tracked. DAL stated that the 
unsafe condition and corrective action were identified in TCCA AD CF-
2021-22; and therefore, the reporting requirement is not necessary.
    DAL also requested that paragraph (h)(2)(i) of the proposed AD, 
which requires reporting within 30 days, be deleted. DAL stated that 
showing the warranty claim itself is a positive finding; therefore, 
this reporting requirement would be redundant. DAL added that allowing 
30 days to inspect, gather information from maintenance, and submit 
reporting is not feasible. DAL noted that 90 days is more practical for 
operators that operate a multitude of applicable aircraft.
    The FAA infers that DAL is requesting that the FAA either remove 
the reporting requirement or, if not removed, revise certain aspects of 
the reporting requirement. The FAA acknowledges the commenter's 
requests and has determined that, for the reasons provided by the 
commenter, the reporting requirement is not necessary. Therefore, the 
FAA has removed paragraph (h)(2) and its sub-paragraphs from this AD. 
The FAA has also added a ``No Reporting'' paragraph to paragraph (i) of 
this AD to clarify reporting is not required by this AD.

Request for Clarification of Certain Compliance Terminology

    DAL asked that the FAA clarify the tracking of MLG times versus 
spindle times because the affected part is the MLG spindle pin. DAL 
stated that paragraphs A. and B. of Part I, ``Initial Inspection,'' of 
TCCA AD CF-2021-22, start with ``MLG having accumulated . . .'' 
implying the time is on the MLG, not the spindle, would be tracked for 
the inspection threshold. DAL added that it tracks the MLG and the 
spindle and is taking the more accurate approach that the time on the 
spindle is the driver for the inspections. DAL noted that the time on 
the MLG and the spindles are currently the same since there have been 
no MLG or spindle removals since delivery of any aircraft up to this 
point. DAL stated that in the future if any spindles are replaced, the 
time tracking at the spindle level would ensure continued compliance 
with inspection intervals. Additionally, DAL noted that the repetitive 
inspection intervals should be tracked at the spindle level, not the 
MLG level.
    The FAA agrees with the commenter that clarification of MLG times 
versus spindle times is necessary. Although the affected part in this 
AD is the MLG lower spindle pins, operators are not required to track 
the MLG and spindle pin times separately. The FAA concurs with the 
corrective actions section of TCCA AD CF-2021-22R1 that specifies 
operators must track the time on the MLG as the only metric relating to 
the spindle pin. Part 1 of TCCA AD CF-2021-22R1 indicates the 
compliance times vary depending on flight cycles on the MLG and the 
compliance time specified in paragraph B.1. of Part 1 states that the 
times are on the MLG; thus the MLG times are the metric that govern 
corrective actions. The FAA has determined that the compliance times 
specified in this AD will provide an acceptable level of safety for the 
identified unsafe condition. Therefore, the FAA has not changed this AD 
in regard to using spindle times.
    Regarding the repetitive intervals, the compliance times are also 
on the MLG. Where Part II of TCCA AD CF-2021-22R1 specifies to repeat 
the inspection at intervals of 3,000 flight cycles or 24 months, 
whichever occurs first, those intervals are intended to be on the MLG, 
i.e., at intervals of 3,000 flight cycles on the MLG or 24 months on 
the MLG, whichever occurs first. The FAA confirmed with TCCA the 
compliance times are on the MLG.

Request for Clarification of a Certain Compliance Time

    DAL asked for clarification of the terminology ``entry into 
service'' used as part of the compliance time specified in paragraph 
B.1. of Part I, ``Initial Inspection,'' of TCCA AD CF-2021-22. DAL 
stated that this terminology is unclear because entry into service is 
not defined. DAL also stated that it assumes a spare landing gear in 
storage is not considered ``in service.''
    The FAA agrees to clarify the terminology ``entry into service'' as 
identified in TCCA AD CF-2021-22 and TCCA AD CF-2021-22R1. To clarify, 
the term ``entry into service'' is when the MLG is first put into 
service on an aircraft as noted by the text ``Whichever occurs first on 
the MLG'' at the beginning of paragraph B.1. of Part I, ``Initial 
Inspection,'' of TCCA AD CF-2021-22 and TCCA AD CF-2021-22R1. The FAA 
also notes that the time on the MLG accrues regardless if the airplane 
is in storage or not. The calendar compliance time is within 48 months 
after the MLG's first entry into service on an airplane. The Part I 
compliance times are in relation to the MLG entry into service on an 
airplane. The accumulated time is not dependent on if the MLG is 
continually in use on an airplane that is in service. The FAA has added 
this clarification to paragraph (h)(2) of this AD.

[[Page 57801]]

Request for Clarification of Certain Actions

    DAL stated that Airbus Canada Limited Partnership Service Bulletin 
BD500-321003, Issue 001, dated April 13, 2021, calls for an operational 
test after the spindle is reinstalled on the aircraft per maintenance 
program (AMP) Task BD500-A-J32-30-00-01AAA-320A-A, although in other 
sections it specifies a functional check. DAL noted that the spindle 
installation instructions in Task BD500-A-J32-11-17-01AAA-720A-A, call 
for a MLG functional test per Task BD500-AJ32-11-00-01AAA-340A-A. DAL 
asked for clarification of the correct terminology for the test to 
avoid confusion by operators.
    The FAA agrees that the name of the test done after reinstallation 
of the MLG spindle should be consistent. Operational test is the 
correct term for the test of the landing gear extension and retraction 
done after reinstallation of the MLG spindle as specified in the 
Accomplishment Instructions of Airbus Canada Limited Partnership 
Service Bulletin BD500-321003, Issue 001, dated April 13, 2021. 
However, this term is not specified in this AD; therefore, the FAA has 
not changed this AD in this regard.

Request for Clarification of Certain Terminology

    DAL asked that the referenced service information be revised to 
ensure consistent use of the terminology ``new or refurbished'' or 
``repaired or refurbished'' language if Liebherr is providing 
refurbished spindles to customers. DAL noted that using the term 
``overhauled'' should be allowed as well.
    The FAA agrees that clarification is necessary. The correct 
terminology is new or refurbished spindles as specified in the Liebherr 
instructions that are part of the Accomplishment Instructions of Airbus 
Canada Limited Partnership Service Bulletin BD500-321003, Issue 001, 
dated April 13, 2021. The terminology ``repaired'' and ``overhauled'' 
are not used in the Liebherr instructions that are part of the 
Accomplishment Instructions of Airbus Canada Limited Partnership 
Service Bulletin BD500-321003, Issue 001, dated April 13, 2021. That 
terminology is not used in this AD; therefore, the FAA has not changed 
this AD in this regard.

Request To Define Visual Inspection

    DAL asked that the definitions for ``visually inspect'' and 
``thorough visual inspection'' specified in Airbus Canada Service 
Bulletin BD500-321003, Issue 001, dated April 13, 2021, be provided to 
avoid confusion with other standard inspection terminology used in the 
aviation industry. DAL added that another option is that the inspection 
requirements could be changed to industry standard wording.
    The FAA agrees with the commenter for the reason provided. The 
correct term for the ``visually inspect'' steps is ``General Visual 
Inspection.'' A general visual inspection is a visual examination of an 
interior or exterior area, installation, or assembly to detect obvious 
damage, failure, or irregularity. This level of inspection is made from 
within touching distance unless otherwise specified. A mirror may be 
necessary to ensure visual access to all surfaces in the inspection 
area. This level of inspection is made under normally available 
lighting conditions such as daylight, hangar lighting, flashlight, or 
droplight and may require removal or opening of access panels or doors. 
Stands, ladders, or platforms may be required to gain proximity to the 
area being checked.
    The correct term for the ``thorough visual inspection'' steps is 
``Detailed Inspection.'' A detailed inspection is an intensive 
examination of a specific item, installation, or assembly to detect 
damage, failure, or irregularity. Available lighting is normally 
supplemented with a direct source of good lighting at an intensity 
deemed appropriate. Inspection aids such as mirror, magnifying lenses, 
etc., may be necessary. Surface cleaning and elaborate procedures may 
be required.
    The inspection type is not specified in requirements of this AD; 
however, the FAA has revised the description of the procedures for TCCA 
AD CF 2021-22R1 in the ``Related Service Information Under 1 CFR part 
51'' paragraph of this final rule.

Request To Provide Guidance for Certain Procedures in the Referenced 
Service Information

    DAL asked that the FAA provide guidance for the procedures 
specified in Airbus Canada Service Bulletin BD500-321003, Issue 001, 
dated April 13, 2021, and referenced in TCCA AD CF-2021-22, which 
should be revised to match the format using ``Required for Compliance 
(RC)'' designations. DAL stated that the procedures section of the 
Accomplishment Instructions of the referenced service information 
should define ``RC'' and what must be done to comply. DAL noted that 
the job set-up and close-up are recommended but can be deviated from, 
done as part of other actions, or done with accepted methods different 
from those given in the referenced service information, as long as the 
RC section can be done, and the aircraft put back into a serviceable 
condition. The referenced service information should use typical 
language when calling out procedures, and specify when a procedure must 
be done ``in accordance with'' versus ``referring to'' a procedure.
    The FAA acknowledges the commenter's request; however, the FAA does 
not make changes to service information; such changes are implemented 
by the airplane manufacturer. The FAA agrees with the concept of 
minimizing AD requirements when appropriate. The FAA worked in 
conjunction with industry, under the Airworthiness Directive 
Implementation Aviation Rulemaking Committee (AD ARC), to enhance the 
AD system. One enhancement is a process for annotating which steps in 
the service information are ``required for compliance'' (RC) with an 
AD. Differentiating these steps from other tasks in the service 
information improves an owner's/operator's understanding of AD 
requirements and help provide consistent judgment in AD compliance.
    In response to the AD Implementation ARC, the FAA released AC 20-
176A, dated June 16, 2014 (drs.faa.gov/browse/excelExternalWindow/979DDD1479E1EC6F86257CFC0052D4E9.0001); and Order 8110.117A, dated June 
18, 2014 (drs.faa.gov/browse/excelExternalWindow/D715CDFC08AC0DDC86257CFC00528297.0001), which include the concept of 
RC. The FAA implements this concept in ADs when we receive service 
information containing RC steps. While some design approval holders 
have implemented the RC concept, the implementation is voluntary. The 
FAA does not intend to develop or revise AD requirements to incorporate 
the RC concept if it is not included in the service information.
    As always, if any operator prefers to address the unsafe condition 
by means other than those specified in the referenced service 
information, they may request approval for an alternative method of 
compliance and, if approved, may use it instead of the procedures 
specified in the service information.
    The FAA has not changed this AD in this regard.

Acceptable Methods of Compliance

    DAL asked that the FAA verify that using the installation 
procedures for the spindle in the component maintenance manual (CMM) or 
the AMP is an acceptable method of compliance for accomplishing the 
requirements in the

[[Page 57802]]

proposed AD. DAL stated that the installation procedures in the 
referenced service information differ from the procedures in those 
manuals. DAL noted that using the procedures in the service information 
does not have the correct consumables, including the correct lockwire, 
called out and does not have the step to safety the nut to the spindle 
with a cable and ferrule. DAL also stated the service information does 
not have a step to safety wire the screw to the nut and does not have a 
step to seal the gap between the screw and nut.
    The FAA agrees to clarify when using the CMM or AMP to accomplish 
the installation procedures specified in the service information 
referenced in TCCA AD CF-2021-22R1 is an acceptable method of 
compliance. For steps that specify actions and ``refer to'' the AMP or 
other documents, the ``refer to'' means that procedure or document may 
be followed to accomplish the action (e.g., the design approval 
holder's procedure or document may be used, but an FAA-accepted 
procedure could also be used).
    However, for steps in the service information that specify to do 
actions ``in accordance with'' the CMM, the ``in accordance with'' 
means that CMM must be followed. An operator must request an 
alternative method of compliance, as specified in paragraph (k)(1) of 
this AD to deviate from required actions.
    Regarding the DAL comment about the service information not 
containing the correct lockwire, Airbus Canada Limited Partnership 
Service Bulletin BD500-321003, Issue 002, dated May 13, 2022, now 
specifics the correct and more efficient equipment to be used. In 
addition, Airbus Canada Limited Partnership Service Bulletin BD500-
321003, Issue 001, dated April 13, 2021, specifies that operators can 
use approved alternatives.
    Regarding the DAL comment that the service information does not 
have a the step to safety the nut to the spindle with a cable and 
ferrule, a step to safety wire the screw to the nut and a step to seal 
the gap between the screw and nut, the FAA acknowledges those specific 
steps are not included in Airbus Canada Limited Partnership Service 
Bulletin BD500-321003, Issue 001, dated April 13, 2021. However, Airbus 
Canada Limited Partnership Service Bulletin BD500-321003, Issue 002, 
dated May 13, 2022, does include those steps. In order to address the 
unsafe condition, operators are only required to do the actions in 
accordance with the service information referenced in TCCA AD CF 2021-
22R1, which refers to Airbus Canada Limited Partnership Service 
Bulletin BD500-321003, Issue 001, dated April 13, 2021. Airbus Canada 
Limited Partnership Service Bulletin BD500-321003, Issue 002, dated May 
13, 2022, identifies more efficient equipment to be used, missing 
installation steps, and consumable materials. For operators that used 
Airbus Canada Limited Partnership Service Bulletin BD500-321003, Issue 
001, dated April 13, 2021, no further actions are required as that 
service bulletin adequately addresses the identified unsafe condition. 
The FAA has added paragraph (h)(3) to this AD to identify Airbus Canada 
Limited Partnership Service Bulletin BD500-321003, Issue 002, dated May 
13, 2022, as the appropriate service information because it contains 
the most up-to-date instructions. In addition, the FAA added paragraph 
(j)(2) of this AD to provide credit for using Airbus Canada Limited 
Partnership Service Bulletin BD500-321003, Issue 001, dated April 13, 
2021.

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

    TCCA AD CF-2021-22R1 specifies procedures for repetitive 
inspections (including general visual inspections, detailed inspection, 
liquid penetrant inspections, and nondestructive tests) of the left and 
right MLG lower spindle pins for corrosion, and applicable repair or 
replacement of the MLG lower spindle pin. 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.

Interim Action

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

Costs of Compliance

    The FAA estimates that this AD affects 51 airplanes of U.S. 
registry. The FAA estimates the following costs to comply with this AD:

                                      Estimated Costs for Required Actions
----------------------------------------------------------------------------------------------------------------
               Labor cost                   Parts cost         Cost per product         Cost on U.S. operators
----------------------------------------------------------------------------------------------------------------
Up to 25 work-hours x $85 per hour =                  $0  Up to $2,125..............  Up to $108,375 per
 $2,125.                                                                               inspection cycle.
----------------------------------------------------------------------------------------------------------------

    The FAA estimates the following costs to do any necessary on-
condition actions that will be required based on the results of any 
required 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
------------------------------------------------------------------------
           Labor cost                 Parts cost       Cost per product
------------------------------------------------------------------------
Up to 3 work-hours x $85 per      Up to $33,038.....  Up to $33,293.
 hour = $255.
------------------------------------------------------------------------

    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 individuals. The FAA does not control warranty coverage for 
affected individuals. As a result, the FAA has included all known costs 
in the cost estimate.

[[Page 57803]]

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,
    (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 adding the following new airworthiness 
directive:

2022-19-09 Airbus Canada Limited Partnership (Type Certificate 
Previously Held by C Series Aircraft Limited Partnership (CSALP); 
Bombardier, Inc.): Amendment 39-22178; Docket No. FAA-2021-1076; 
Project Identifier MCAI-2021-00560-T.

(a) Effective Date

    This airworthiness directive (AD) is effective October 27, 2022.

(b) Affected ADs

    None.

(c) Applicability

    This AD applies to all Airbus Canada Limited Partnership (type 
certificate previously held by C Series Aircraft Limited Partnership 
(CSALP); Bombardier, Inc.) Model BD-500-1A10 and BD-500-1A11 
airplanes, certificated in any category.

(d) Subject

    Air Transport Association (ATA) of America Code 32, Landing 
Gear.

(e) Unsafe Condition

    This AD was prompted by reports of in-service findings of 
corrosion on the flange of the main landing gear (MLG) lower spindle 
pin. The FAA is issuing this AD to address corrosion and subsequent 
cracking of the MLG lower spindle pin, which could result in failure 
of the pin, and consequent collapse of the MLG.

(f) Compliance

    Comply with this AD within the compliance times specified, 
unless already done.

(g) Requirements

    Except as specified in paragraphs (h) and (i) of this AD: Comply 
with all required actions and compliance times specified in, and in 
accordance with, Transport Canada Civil Aviation (TCCA) AD CF-2021-
22R1, issued May 13, 2022 (TCCA AD CF-2021-22R1).

(h) Exceptions to TCCA AD CF-2021-22R1

    (1) Where TCCA AD CF-2021-22R1 refers to May 20, 2021, the 
effective date of TCCA AD CF-2021-18, this AD requires using the 
effective date of this AD.
    (2) Where paragraph B.1. of Part I. ``Initial Inspection,'' of 
TCCA AD CF-2021-22R1 refers to a compliance time for the main 
landing gear (MLG), for this AD, the compliance time is before the 
accumulation of 5,500 total flight cycles on the MLG or within 48 
months after the MLG's first entry into service on an airplane, 
whichever occurs first.
    (3) Where TCCA AD CF-2021-22R1 refers to using certain service 
information, replace the text, ``Airbus Canada SB BD500-321003 Issue 
001, dated 13 April 2021,'' with ``Airbus Canada SB BD500-321003 
Issue 002, dated May 13, 2022.''

(i) No Reporting Requirement

    Although the service information referenced in TCCA AD CF-2021-
22R1 specifies to submit certain information to the manufacturer, 
this AD does not include that requirement.

(j) Credit for Previous Actions

    (1) This paragraph provides credit for the actions required by 
paragraph (g) of this AD, if those actions were performed before the 
effective date of this AD using TCCA AD CF-2021-22, issued July 5, 
2021.
    (2) This paragraph provides credit for the actions required by 
paragraph (g) of this AD, if those actions were performed before the 
effective date of this AD using Airbus Canada Limited Partnership 
Service Bulletin BD500-321003, Issue 001, dated April 13, 2021.

(k) Additional AD Provisions

    The following provisions also apply to this AD:
    (1) Alternative Methods of Compliance (AMOCs): The Manager, New 
York ACO 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 manager of the certification 
office, send it to ATTN: Program Manager, Continuing Operational 
Safety, FAA, New York ACO Branch, 1600 Stewart Avenue, Suite 410, 
Westbury, NY 11590; phone: 516-228-7300; fax: 516-794-5531. 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, New York ACO 
Branch, FAA; or TCCA; or Airbus Canada Limited Partnership's TCCA 
Design Approval Organization (DAO). If approved by the DAO, the 
approval must include the DAO-authorized signature.

(l) Related Information

    (1) For more information about this AD, contact Chirayu Gupta, 
Aerospace Engineer, Mechanical Systems and Administrative Services 
Section, FAA, New York ACO Branch, 1600 Stewart Avenue, Suite 410, 
Westbury, NY 11590; telephone 516-228-7300; fax 516-794-5531; email 
[email protected].
    (2) For Airbus Canada Limited Partnership service information 
identified in this AD that is not incorporated by reference, contact 
Airbus Canada Limited Partnership, 13100 Henri-Fabre Boulevard, 
Mirabel, Qu[eacute]bec J7N 3C6, Canada; telephone 450-476-7676; 
email [email protected]; internet a220world.airbus.com. You may 
view this service information 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.
    (3) TCCA AD CF-2021-22, issued July 5, 2021, which is identified 
in this AD and is not incorporated by reference, is available at the 
addresses specified in paragraphs (m)(3) and (4) of this AD.

(m) Material Incorporated by Reference

    (1) The Director of the Federal Register approved the 
incorporation by reference of

[[Page 57804]]

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) Transport Canada Civil Aviation (TCCA) AD CF-2021-22R1, 
issued May 13, 2022.
    (ii) [Reserved]
    (3) For TCCA AD CF-2021-22R1, contact TCCA, Transport Canada 
National Aircraft Certification, 159 Cleopatra Drive, Nepean, 
Ontario K1A 0N5, Canada; telephone 888-663-3639; email [email protected]; internet tc.canada.ca/en/aviation.
    (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: www.archives.gov/federal-register/cfr/ibr-locations.html.

    Issued on September 8, 2022.
Christina Underwood,
Acting Director, Compliance & Airworthiness Division, Aircraft 
Certification Service.
[FR Doc. 2022-20488 Filed 9-21-22; 8:45 am]
BILLING CODE 4910-13-P