[4910-13-P]
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 [INSERT DATE 45
DAYS AFTER DATE OF PUBLICATION IN THE FEDERAL REGISTER].
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 ADs@easa.europa.eu; 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: Manuel.F.Hernandez@faa.gov.
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
Vladimir.Ulyanov@faa.gov.
Any commentary that the FAA receives which is not specifically designated as
CBI will be placed in the public docket for this rulemaking.
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:
Estimated costs for required actions
Action

Labor cost

Retained
1 work-hour X
actions from
$85 per hour =
AD 2020-12-11 $85

Parts cost

Cost per
product

Cost on U.S.
operators

$0

$85

$58,905

Software
update

Up to 5
work-hours X
$85 per hour =
$425

Up to $570

Up to $995

Up to $689,535

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
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13 [Amended]
2. The FAA amends § 39.13 by:
a. Removing Airworthiness Directive (AD) 2020-12-11, Amendment 39-19920
(85 FR 41177, July 9, 2020); and
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
[INSERT DATE 45 DAYS AFTER DATE OF PUBLICATION IN THE FEDERAL
REGISTER].
(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: 9-AVS-AIR-730AMOC@faa.gov. 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 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 ADs@easa.europa.eu; 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-20221165.
(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: Manuel.F.Hernandez@faa.gov.

Issued on September 13, 2022.

Christina Underwood, Acting Director,
Compliance & Airworthiness Division,
Aircraft Certification Service.
[FR Doc. 2022-20090 Filed: 9/16/2022 8:45 am; Publication Date: 9/19/2022]