72350 Federal Register / Vol. 76, No. 226 / Wednesday, November 23, 2011 / Proposed Rules 

(4) Introduction of an engine into a shop 

solely for replacement of the accessory 

gearbox or transfer gearbox, or both. 

(5) Introduction of an engine into a shop 

solely for replacement of the fan forward 

case. 

(i) Alternative Methods of Compliance 

(AMOCs) 

The Manager, Engine Certification Office, 

may approve AMOCs for this AD. Use the 

procedures found in 14 CFR 39.19 to make 

your request. 

(j) Related Information 

For more information about this AD, 

contact Stephen Sheely, Aerospace Engineer, 

Engine & Propeller Directorate, FAA, 12 New 

England Executive Park, Burlington, MA 

01803; phone: (781) 238–7750; fax: (781) 

238–7199; email: stephen.k.sheely@faa.gov. 

Issued in Burlington, Massachusetts, on 

November 15, 2011. 

Peter A. White, 

Manager, Engine & Propeller Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–30137 Filed 11–22–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–1253; Directorate 

Identifier 2011–NM–079–AD] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for certain 

Airbus Model A319, A320, and A321 

airplanes that would supersede an 

existing AD. This proposed AD results 

from mandatory continuing 

airworthiness information (MCAI) 

originated by an aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as: 

Several cases of corrosion of the Main 

Landing Gear (MLG) support Rib 5 fitting lug 

bores have been reported on A320 family 

aeroplanes. * * * If not detected, the 

cracking may lead to the complete failure of 

the fitting and thus could affect the structural 

integrity of the MLG installation. 

EASA AD 2007–0213 was issued to 

address this condition * * *. 

After that AD was issued, a case of Rib 5, 

ruptured at the 4 o’clock position, was 

discovered on an aeroplane on which the 

terminating action of EASA AD 2007–0213 

had already been embodied * * *. 

Investigation of that case revealed that 

corrosion damage and cracking that should 

have been removed by repair machining was 

below the level of detectability of the Non 

Destructive Test (NDT) technique that 

cleared the surfaces prior to bush 

installation. 

* * * * * 

The proposed AD would require actions 

that are intended to address the unsafe 

condition described in the MCAI. 

DATES: We must receive comments on 

this proposed AD by January 9, 2012. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

http://www.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, between 

9 a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. 

For service information identified in 

this proposed AD, contact Airbus, 

Airworthiness Office—EAS, 1 Rond 

Point Maurice Bellonte, 31707 Blagnac 

Cedex, France; telephone +33 5 61 93 36 

96; fax +33 5 61 93 44 51; email: 

account.airworth-eas@airbus.com; 

Internet http://www.airbus.com. You 

may review copies of the referenced 

service information at the FAA, 

Transport Airplane Directorate, 1601 

Lind Avenue SW., Renton, Washington. 

For information on the availability of 

this material at the FAA, call (425) 227– 

1221. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://www.regulations.

gov; or in person at the Docket 

Operations office between 9 a.m. and 

5 p.m., Monday through Friday, except 

Federal holidays. The AD docket 

contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Operations 

office (telephone (800) 647–5527) is in 

the ADDRESSES section. Comments will 

be available in the AD docket shortly 

after receipt. 

FOR FURTHER INFORMATION CONTACT: 

Sanjay Ralhan, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue SW., Renton, 

Washington 98057–3356; phone: (425) 

227–1405; fax: (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2011–1253; Directorate Identifier 

2011–NM–079–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD based on those comments. 

We will post all comments we 

receive, without change, to http://www.

regulations.gov, including any personal 

information you provide. We will also 

post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

On March 31, 2008, we issued AD 

2008–08–04, Amendment 39–15456 (73 

FR 19975, April 14, 2008). That AD 

required actions intended to address an 

unsafe condition on Airbus Model 

A318, A319, A320, and A321 airplanes. 

Since we issued AD 2008–08–04, 

Amendment 39–15456 (73 FR 19975, 

April 14, 2008), we have been advised 

that the existing AD is inadequate to 

address the unsafe condition. We have 

determined that certain airplanes need 

additional detailed inspections for 

cracks of the MLG support 5 fitting, and 

repair of any cracks found. The 

European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued EASA 

Airworthiness Directive 2011–0011, 

dated January 21, 2011 (referred to after 

this as ‘‘the MCAI’’), to correct an unsafe 

condition for the specified products. 

The MCAI states: 

Several cases of corrosion of the Main 

Landing Gear (MLG) support Rib 5 fitting lug 

bores have been reported on A320 family 

aeroplanes. In some instances, corrosion pits 

caused the cracking of the forward lug 

(sometimes through its complete thickness). 

If not detected, the cracking may lead to the 

complete failure of the fitting and thus could 

affect the structural integrity of the MLG 

installation. 

EASA AD 2007–0213 [dated August 7, 

2007, which corresponds to FAA AD 2008– 

08–04, Amendment 39–15456 (73 FR 19975, 

April 14, 2008)] was issued to address this 

condition and required a repetitive 

inspection program of the MLG support Rib 

5 fitting forward lugs and, as terminating 

mstockstill on DSK4VPTVN1PROD with PROPOSALS

Federal Register / Vol. 76, No. 226 / Wednesday, November 23, 2011 / Proposed Rules 72351 

action, the embodiment of Airbus Service 

Bulletin (SB) A320–57–1118. 

After that [EASA] AD was issued, a case of 

Rib 5, ruptured at the 4 o’clock position, was 

discovered on an aeroplane on which the 

terminating action of EASA AD 2007–0213 

had already been embodied in accordance 

with Airbus SB A320–57–1118. 

Investigation of that case revealed that 

corrosion damage and cracking that should 

have been removed by repair machining was 

below the level of detectability of the Non 

Destructive Test (NDT) technique that 

cleared the surfaces prior to bush 

installation. 

This condition, if not detected and 

corrected, could affect the structural integrity 

of the aeroplane. 

It has also been established that all A318 

aeroplanes have had Airbus modification 

32025 embodied in production on both LH 

and RH wings, which is a one-way 

interchangeable (non-reversible) 

modification. Consequently, the unsafe 

condition addressed by AD 2007–0231 

cannot occur or develop on those aeroplanes. 

For the reasons described above, this AD, 

which supersedes EASA AD 2007–0213: 

—Retains the requirements of EASA AD 

2007–0213 for aeroplanes on which the 

MLG Rib Bushes have not been modified/ 

repaired in accordance with the 

instructions of Airbus SB A320–57–1118, 

or Airbus SRM 57–26–13, or the identified 

Airbus Repair Instructions, as applicable, 

and 

—Requires, for all aeroplanes on which 

Airbus SB A320–57–1118 has been 

embodied in service, or on which Airbus 

SRM 57–26–13 or the identified Airbus 

Repair Instructions have been applied, a 

repetitive inspection program [for cracks] 

of the MLG support Rib 5 fitting forward 

lugs and, depending on findings, the 

accomplishment of the associated 

corrective actions [i.e., repair], and 

—Reduces the Applicability by deleting 

A318 aeroplanes. 

You may obtain further information by 

examining the MCAI in the AD docket. 

Relevant Service Information 

Airbus has issued Mandatory Service 

Bulletins A320–57–1118, Revision 04, 

dated June 4, 2008; and A320–57A1166, 

dated January 12, 2011. The actions 

described in this service information are 

intended to correct the unsafe condition 

identified in the MCAI. 

FAA’s 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 our 

bilateral agreement with the State of 

Design Authority, we have been notified 

of the unsafe condition described in the 

MCAI and service information 

referenced above. We are proposing this 

AD because we evaluated all pertinent 

information and determined an unsafe 

condition exists and is likely to exist or 

develop on other products of the same 

type design. 

Differences Between This AD and the 

MCAI or Service Information 

We have reviewed the MCAI and 

related service information and, in 

general, agree with their substance. But 

we might have found it necessary to use 

different words from those in the MCAI 

to ensure the AD is clear for U.S. 

operators and is enforceable. In making 

these changes, we do not intend to differ 

substantively from the information 

provided in the MCAI and related 

service information. 

We might also have proposed 

different actions in this AD from those 

in the MCAI in order to follow FAA 

policies. Any such differences are 

highlighted in a NOTE within the 

proposed AD. 

Costs of Compliance 

Based on the service information, we 

estimate that this proposed AD would 

affect about 740 products of U.S. 

registry. 

The actions that are required by AD 

2008–08–04, Amendment 39–15456 (73 

FR 19975, April 14, 2008), and retained 

in this proposed AD take about 73 workhours per product, at an average labor 

rate of $85 per work hour. Required 

parts would cost about $3,860 per 

product. Where the service information 

lists required parts costs that are 

covered under warranty, we have 

assumed that there will be no charge for 

these parts. As we do not control 

warranty coverage for affected parties, 

some parties may incur costs higher 

than estimated here. Based on these 

figures, the estimated cost of the 

currently required actions is $10,065 per 

product. 

We estimate that it would take about 

3 work-hours per product to comply 

with the new basic requirements of this 

proposed AD. The average labor rate is 

$85 per work-hour. Based on these 

figures, we estimate the cost of the new 

actions in this proposed AD on U.S. 

operators to be up to $188,700, or $255 

per product. 

We have received no definitive data 

that would enable us to provide cost 

estimates for the on-condition actions 

specified in this proposed AD. 

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. 

We are 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 

We 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. Is not a ‘‘significant rule’’ under the 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); 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. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this proposed AD and placed it in the 

AD docket. 

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 

removing Amendment 39–15456 (73 FR 

19975, April 14, 2008) and adding the 

following new AD: 

mstockstill on DSK4VPTVN1PROD with PROPOSALS

72352 Federal Register / Vol. 76, No. 226 / Wednesday, November 23, 2011 / Proposed Rules 

Airbus: Docket No. FAA–2011–1253; 

Directorate Identifier 2011–NM–079–AD. 

Comments Due Date 

(a) We must receive comments by January 

9, 2012. 

Affected ADs 

(b) This AD supersedes AD 2008–08–04, 

Amendment 39–15456 (73 FR 19975, April 

14, 2008). 

Applicability 

(c) This AD applies to Airbus Model A319– 

111, A319–112, A319–113, A319–114, A319– 

115, A319–131, A319–132, A319–133, A320– 

111, A320 –211, A320 –212, A320–214, 

A320–231, A320–232, A320–233, A321–111, 

A321–112, A321–131, A321–211, A321–212, 

A321–213, A321–231, and A321–232 

airplanes; certificated in any category, except 

airplanes on which Airbus modification 

32025 has been accomplished in production. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 57: Wings. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

Several cases of corrosion of the Main 

Landing Gear (MLG) support Rib 5 fitting lug 

bores have been reported on A320 family 

aeroplanes. * * * If not detected, the 

cracking may lead to the complete failure of 

the fitting and thus could affect the structural 

integrity of the MLG installation. 

EASA AD 2007–0213 was issued to 

address this condition * * *. 

After that [EASA] AD was issued, a case of 

Rib 5, ruptured at the 4 o’clock position, was 

discovered on an aeroplane on which the 

terminating action of EASA AD 2007–0213 

had already been embodied * * *. 

Investigation of that case revealed that 

corrosion damage and cracking that should 

have been removed by repair machining was 

below the level of detectability of the Non 

Destructive Test (NDT) technique that 

cleared the surfaces prior to bush 

installation. 

* * * * * 

Compliance 

(f) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Restatement of Certain Requirements of AD 

2006–11–04, Amendment 39–14608 (71 FR 

29578, May 23, 2006), With Changes to NDT 

References 

Repetitive Detailed Inspections 

(g) Within 8 days after June 7, 2006 (the 

effective date of AD 2006–11–04, 

Amendment 39–14608 (71 FR 29578, May 23, 

2006)), or before further flight after a hard 

landing, whichever is first: Perform a 

detailed inspection for cracking in the 

forward lug of the support rib 5 fitting of the 

left- and right-hand MLG, and, if any crack 

is found, replace the MLG fitting with a new 

fitting before further flight, in accordance 

with a method approved by either the 

Manager, International Branch, ANM–116, 

FAA; or the European Aviation Safety 

Agency (EASA) (or its delegated agent); or in 

accordance with the actions specified in the 

Airbus A318/A319/A320/A321 

Nondestructive Testing Manual, Chapter 51– 

90–00, Revision dated February 1, 2003. 

Repeat the inspection thereafter at intervals 

not to exceed 8 days, or before further flight 

after a hard landing, whichever is first. As of 

May 19, 2008 (the effective date of AD 2008– 

08–04, Amendment 39–15456 (73 FR 19975, 

April 14, 2008)), the repetitive inspections 

required by paragraph (k) of this AD must be 

accomplished in lieu of the repetitive 

inspections required by this paragraph. 

Note 1: For the purposes of this AD, 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.’’ 

Optional Inspection Method 

(h) Performing an ultrasonic inspection for 

cracking in the forward lug of the support rib 

5 fitting of the left- and right-hand MLG in 

accordance with a method approved by the 

Manager, International Branch, ANM–116, or 

the EASA (or its delegated agent; or in 

accordance with the Airbus A318/A319/ 

A320/A321 Nondestructive Testing Manual, 

Chapter 57–29–03, Revision dated February 

1, 2005 (for Model A318, A319, and A320 

airplanes), or Chapter 57–29–04, Revision 

dated May 1, 2005 (for Model A321 

airplanes); or in accordance with Task 57– 

29–03–270–801–A–01, Inspection of the Gear 

Rib Forward and Aft Lug Attachment for the 

Main Gear, of Chapter 57, Wings, of the 

Airbus A318/A319/A320/A321 

Nondestructive Testing Manual, Revision 89, 

dated August 1, 2011; as applicable; is an 

acceptable alternative method of compliance 

for the initial and repetitive inspections 

required by paragraph (g) of this AD. As of 

the effective date of this AD, only Task 57– 

29–03–270–801–A–01, Inspection of the Gear 

Rib Forward and Aft Lug Attachment for the 

Main Gear, of Chapter 57, Wings, of the 

Airbus A318/A319/A320/A321 

Nondestructive Testing Manual, Revision 89, 

dated August 1, 2011, may be used. 

Optional Terminating Action 

(i) Repair of the forward lugs of the support 

rib 5 fitting of the left- and right-hand MLG, 

done before the effective date of this AD in 

accordance with a method approved by the 

Manager, International Branch, ANM–116; or 

the EASA (or its delegated agent); or in 

accordance with Airbus A319 Structural 

Repair Manual (SRM), Paragraph 5.C., 57– 

26–13, Revision November 1, 2004; Airbus 

A320 SRM, Paragraph 5.D, 57–26–13, 

Revision November 1, 2004; or Airbus A321 

SRM, Paragraph 5.D, 57–26–13, Revision 

February 1, 2005; as applicable; constitutes 

terminating action for the requirements of 

paragraphs (g), (h), (k), (l), and (m) of this AD. 

Restatement of Requirements of AD 2008– 

08–04, Amendment 39–15456 (73 FR 19975, 

April 14, 2008), With Revised Affected 

Airplanes 

Referenced Conditions 

(j) To identify affected airplanes in 

paragraphs (k), (m), and (o) of this AD, this 

AD refers to the following conditions: 

(1) Airplanes on which the modification of 

the MLG rib bushes as specified in Airbus 

Service Bulletin A320–57–1118 has been 

done. 

(2) Airplanes on which a repair of the MLG 

support rib 5 fitting specified in Airbus A319 

Structural Repair Manual (SRM) 57–26–13, 

paragraph 5.C; or Airbus A320/A321 SRM 

57–26–13, paragraph 5.D; or Airbus Repair 

Instruction R572–58376, Issue C, dated 

October 15, 2000; has been done. 

(3) Airplanes on which replacement in 

service of the MLG support rib 5 as specified 

in Airbus Repair Instructions R572–58507 

and R572–58209, or Airbus Repair 

Instructions R572–45020 and R572–45019, as 

applicable, has been done. 

Repetitive Inspections 

(k) For airplanes on which none of the 

actions specified in paragraphs (j)(1), (j)(2), 

and (j)(3) of this AD have been done: At the 

applicable time specified in table 1 of this 

AD, or before further flight after a hard 

landing, whichever is first, do a visual 

inspection or ultrasonic inspection for 

cracking in the forward lug of the support rib 

5 fitting of the left and right MLG, in 

accordance with the Accomplishment 

Instructions of Airbus Service Bulletin A320– 

57–1138, Revision 01, dated October 27, 

2006. Repeat the inspection thereafter at the 

applicable interval specified in table 1 of this 

AD or before further flight after a hard 

landing, whichever is first, until the 

modification required by paragraph (m) of 

this AD has been accomplished. 

Accomplishing the initial inspection 

terminates the requirements of paragraph (g) 

of this AD. 

TABLE 1—COMPLIANCE TIMES

Airplanes Initial inspection Repetitive interval 

Model A319 and A320 airplanes .... If the most recent inspection is a detailed inspection done in accordance with paragraph (g) of this AD, inspect within 150 flight cycles 

after the most recent detailed inspection.

Within 150 flight cycles after a visual inspection. 

mstockstill on DSK4VPTVN1PROD with PROPOSALS

Federal Register / Vol. 76, No. 226 / Wednesday, November 23, 2011 / Proposed Rules 72353 

TABLE 1—COMPLIANCE TIMES—Continued 

Airplanes Initial inspection Repetitive interval 

If the most recent inspection is an ultrasonic inspection done in accordance with paragraph (h) of this AD, inspect within 940 flight cycles after the most recent ultrasonic inspection.Within 940 flight cycles after an ultrasonic inspection. 

Model A321 airplanes ..................... If the most recent inspection is a detailed inspection done in accordance with paragraph (g) of this AD, inspect within 100 flight cycles 

after the most recent detailed inspection.

Within 100 flight cycles after a visual inspection. 

If the most recent inspection is an ultrasonic inspection done in accordance with paragraph (h) of this AD, inspect within 630 flight cycles after the most recent ultrasonic inspection.Within 630 flight cycles after an ultrasonic inspection. 

Corrective Action 

(l) If any cracking is found during any 

inspection required by paragraph (k) of this 

AD: Before further flight, repair or replace the 

cracked MLG fitting using a method 

approved by either the Manager, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA, or the EASA (or 

its delegated agent). 

Rib Bushing Modification 

(m) Except for airplanes on which the 

actions specified in paragraph (j)(3) have 

been done: Within 60 months after May 19, 

2008, modify the rib bushings of the left and 

right MLG, by accomplishing all of the 

applicable actions specified in the 

Accomplishment Instructions of Airbus 

Service Bulletin A320–57–1118, Revision 03, 

dated April 23, 2007; or Revision 04, dated 

June 4, 2008. Accomplishing this 

modification terminates the requirements of 

paragraphs (g) and (k) of this AD, and then 

the requirements of paragraph (o) of this AD 

must be done. 

Credit for Actions Done According to 

Previous Issue of Service Bulletin 

(n) Modifying the lugs of the support rib 

5 fitting of the left and right MLG is 

acceptable for compliance with the 

requirements of paragraph (m) of this AD if 

done before May 19, 2008, in accordance 

with one of the following service bulletins: 

Airbus Service Bulletin A320–57–1118, 

dated September 5, 2002; Revision 01, dated 

August 28, 2003; or Revision 02, dated 

August 2, 2006. 

NEW REQUIREMENTS OF THIS AD 

Post-Modification/Post-Repair Inspections 

(o) For airplanes on which the actions 

specified in paragraph (j)(1) or (j)(2) of this 

AD have been done: At the later of the times 

specified in paragraphs (o)(1) and (o)(2) of 

this AD, do a detailed inspection for cracks 

of the forward lug of each left-hand and righthand MLG support rib 5 fitting, in 

accordance with Airbus Service Bulletin 

A320–57A1166, dated January 12, 2011. 

Repeat the inspection thereafter at intervals 

not to exceed 500 flight cycles. 

(1) Within 2,000 flight cycles after 

accomplishing the modification specified in 

paragraph (j)(1) or (m) of this AD, or the 

repair specified in paragraph (j)(2) of this AD, 

as applicable. 

(2) Within 250 flight cycles after the 

effective date of this AD, without exceeding 

3 months after the effective date of this AD. 

(p) If any crack is detected during any 

inspection required by paragraph (o) of this 

AD: Before further flight, repair using a 

method approved by either the Manager, 

International Branch, ANM–116, FAA; or 

EASA (or its delegated agent). 

Optional Terminating Action 

(q) Replacement of a MLG support rib 5 

fitting at any position (LH or RH) as specified 

in paragraph (j)(3) of this AD terminates the 

requirements of this AD for the MLG support 

rib 5 fitting at that position. 

FAA AD Differences 

Note 2: This AD differs from the MCAI 

and/or service information as follows: 

Although the MCAI or service information 

allows further flight after cracks are found 

during compliance with certain required 

actions, paragraphs (l) and (p) of this AD 

require repair or replacement before further 

flight. 

Other FAA AD Provisions 

(r) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, 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 local 

Flight Standards District Office, as 

appropriate. If sending information directly 

to the International Branch, send it to ATTN: 

Sanjay Ralhan, Aerospace Engineer, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA, 1601 Lind 

Avenue SW., Renton, Washington 98057– 

3356; phone: (425) 227–1405; fax: (425) 227– 

1149. Information may be emailed to: 

9-ANM-116-AMOC-REQUESTS@faa.gov. 

Before using any approved AMOC, notify 

your appropriate principal inspector, or 

lacking a principal inspector, the manager of 

the local flight standards district office/ 

certificate holding district office. The AMOC 

approval letter must specifically reference 

this AD. AMOCs approved previously in 

accordance with AD 2006–11–04, 

Amendment 39–14608 (71 FR 29578, May 23, 

2006), and AD 2008–08–04, Amendment 39– 

15456 (73 FR 19975, April 14, 2008), are not 

approved as AMOCs for the corresponding 

provisions of this AD. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to ensure the product is airworthy before it 

is returned to service. 

Related Information 

(s) For related information, refer to MCAI 

EASA Airworthiness Directive 2011–0011, 

dated January 21, 2011; Airbus Service 

Bulletin A320–57–1118, Revision 03, dated 

April 23, 2007, Airbus Mandatory Service 

Bulletin A320–57–1118, Revision 04, dated 

June 4, 2008; Airbus Service Bulletin A320– 

57–1138, Revision 01, dated October 27, 

2006; Airbus A319 Structural Repair Manual 

(SRM), Paragraph 5.C., 57–26–13, Revision 

dated November 1, 2004; Airbus A320 SRM, 

Paragraph 5.D., 57–26–13, Revision dated 

November 1, 2004; Airbus A321 SRM, 

Paragraph 5.D., 57–26–13, Revision dated 

February 1, 2005; and Task 57–29–03–270– 

801–A–01, Inspection of the Gear Rib 

Forward and Aft Lug Attachment for the 

Main Gear, of Chapter 57, Wings, of the 

Airbus A318/A319/A320/A321 

Nondestructive Testing Manual, Revision 89, 

dated August 1, 2011. 

Issued in Renton, Washington, on 

November 14, 2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–30223 Filed 11–22–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–1194; Directorate 

Identifier 2011–NE–36–AD] 

RIN 2120–AA64 

Airworthiness Directives; Pratt & 

Whitney Turbofan Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for all Pratt 

mstockstill on DSK4VPTVN1PROD with PROPOSALS