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Federal Register / Vol. 86, No. 126 / Tuesday, July 6, 2021 / Proposed Rules
personal information you provide. The agency will also post a report summarizing each substantive verbal contact received about this proposed AD.
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 Kathleen Arrigotti, Aerospace Engineer, Large Aircraft Section, International Validation Branch, FAA, 2200 South 216th St., Des Moines, WA 98198; telephone and fax 2062313218; email kathleen.arrigotti@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 EASA, which is the Technical Agent for the Member States of the European Union, has issued EASA AD 20210085, dated March 19, 2021 EASA AD 2021
0085 also referred to as the Mandatory Continuing Airworthiness Information, or the MCAI, to correct an unsafe condition for all Airbus SAS Model A350941 and 1041 airplanes. EASA
AD 20210085 supersedes EASA AD
20210018 dated 15 January 2021, retains all requirements and adds terminating action for the repetitive replacements.
This proposed AD was prompted by a report of a broken forward guide arm
found during a passenger door emergency opening test. Investigation results indicated that the opening speed of the door was higher than expected, likely caused by a reduced damping due to oil leakage of the passenger door DEOA. The FAA is proposing this AD
to address failure of a passenger door to perform its intended function during an emergency opening, which could result in reduced evacuation capacity from the airplane and injury to occupants. See the MCAI for additional background information.
Related Service Information Under 1
CFR Part 51
EASA AD 20210085 describes procedures for repetitively replacing the forward and aft guide arms following any passenger door emergency opening, modifying the airplane so that there is a maximum of one affected DEOA per door pair leftand right-hand sides, inspecting the forward and aft guide arm support brackets for damage, and repair. EASA AD 20210085 also describes procedures for replacement of each affected DEOA having part number FE396001001, which is terminating action for the repetitive replacements.
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.
FAAs Determination and Requirements of This Proposed AD
This product has been approved by the aviation authority of another country, and is approved for operation in the United States. Pursuant to the FAAs bilateral agreement with the State of Design Authority, the FAA has been notified of the unsafe condition described in the MCAI referenced above. The FAA is proposing this AD
because the FAA evaluated all the relevant information and determined the unsafe condition described previously is likely to exist or develop in other products of the same type design.

Proposed AD Requirements This proposed AD would require accomplishing the actions specified in EASA AD 20210085 described previously, as incorporated by reference, except for any differences identified as exceptions in the regulatory text of this AD.
Explanation of Required Compliance Information In the FAAs ongoing efforts to improve the efficiency of the AD
process, the FAA initially worked with Airbus and EASA to develop a process to use certain EASA ADs as the primary source of information for compliance with requirements for corresponding FAA ADs. The FAA has since coordinated with other manufacturers and civil aviation authorities CAAs to use this process. As a result, EASA AD
20210085 will be incorporated by reference in the FAA final rule. This proposed AD would, therefore, require compliance with EASA AD 20210085
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 the EASA AD 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 Actions and Compliance Times in the EASA AD. Service information specified in EASA AD
20210085 that is required for compliance with EASA AD 20210085
will be available on the internet at https www.regulations.gov by searching for and locating Docket No.
FAA20210545 after the FAA final rule is published.
Costs of Compliance The FAA estimates that this proposed AD affects 15 airplanes of U.S. registry.
The FAA estimates the following costs to comply with this proposed AD:

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ESTIMATED COSTS FOR REQUIRED ACTIONS
Labor cost
Parts cost
Cost per product
Up to 93 work-hours $85 per hour = Up to $7,905
Modification

Up to $13,600
$0

Up to $21,505
Up to $935

The FAA has received no definitive data on which to base the cost estimates
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for the on-condition repairs specified in this proposed AD.

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Cost on U.S.
operators Up to $322,575.
Up to $14,025.

According to the manufacturer, some or all of the costs of this proposed AD
may be covered under warranty, thereby
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