57122 Federal Register / Vol. 80, No. 183 / Tuesday, September 22, 2015 / Proposed Rules 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0529; Directorate 

Identifier 2013–NM–260–AD] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Supplemental notice of 

proposed rulemaking (NPRM); 

reopening of comment period. 

SUMMARY: We are revising an earlier 

proposed airworthiness directive (AD) 

for all Airbus Model A318, A319, A320, 

and A321 series airplanes. The NPRM 

proposed to supersede Airworthiness 

Directives (AD) 2011–13–11 and AD 

2013–16–09. AD 2011–13–11 currently 

requires an amendment of the airplane 

flight manual (AFM), repetitive checks 

of specific centralized fault display 

system (CFDS) messages, an inspection 

of the opening sequence of the main 

landing gear (MLG) door actuator for 

discrepancies if certain messages are 

found, and corrective actions if 

necessary. AD 2013–16–09 currently 

requires an inspection to determine 

airplane configuration and part numbers 

of the landing gear control interface unit 

and MLG door actuators; and, for 

affected airplanes, repetitive inspections 

of the opening sequence of the MLG 

door actuator, and replacement of the 

MLG door actuator if necessary; and 

provides optional terminating action for 

the repetitive inspections. The NPRM 

was prompted by a determination that 

the interval of the MLG door opening 

sequence inspection must be reduced. 

The NPRM proposed to reduce the 

interval of the MLG door opening 

sequence inspection, and also to replace 

or modify certain MLG door actuators. 

This action revises the NPRM by adding 

a flushing procedure to be performed 

when installing a new MLG door 

actuator. We are proposing this 

supplemental NPRM (SNPRM) to detect 

and correct deterioration of the damping 

ring and associated retaining ring of the 

MLG door actuator, which can 

sufficiently increase the friction inside 

the actuator to restrict opening of the 

MLG door by gravity, during operation 

of the landing gear alternate (free-fall) 

extension system. This condition could 

prevent the full extension and/or downlocking of the MLG, possibly resulting 

in MLG collapse during landing and 

consequent damage to the airplane and 

injury to occupants. Since these actions 

impose an additional burden over those 

proposed in the NPRM, we are 

reopening the comment period to allow 

the public the chance to comment on 

these proposed changes. 

DATES: We must receive comments on 

this SNPRM by November 6, 2015. 

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 

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 Airbus service information 

identified in this proposed AD, contact 

Airbus, Airworthiness Office—EIAS, 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. For 

General Electric service information 

identified in this AD contact GE 

Aviation, Customer Support Center, 1 

Neumann Way, Cincinnati, OH 45215; 

phone: 513–552–3272; email: 

cs.techpubs@ge.com; Internet: http://

www.geaviation.com. You may view 

this referenced service information at 

the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., 

Renton, WA. 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 by searching for 

and locating Docket No. FAA–2014– 

0529; or in person at the Docket 

Management Facility 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 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, WA 

98057–3356; telephone 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–2014–0529; Directorate Identifier 

2013–NM–260–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 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to all Airbus Model A318, A319, 

A320, and A321 series airplanes. The 

NPRM published in the Federal 

Register on August 13, 2014 (79 FR 

47395; corrected August 27, 2014 (79 FR 

51117)) (‘‘the NPRM’’). The NPRM 

proposed to supersede AD 2011–13–11, 

Amendment 39–16734 (76 FR 37241, 

June 27, 2011) (‘‘AD 2011–13–11’’); and 

AD 2013–16–09, Amendment 39–17547 

(78 FR 48286, August 8, 2013) (‘‘AD 

2013–16–09’’). AD 2011–13–11 

currently requires an amendment of the 

AFM, repetitive checks of specific CFDS 

messages, an inspection of the opening 

sequence of the MLG door actuator for 

discrepancies if certain messages are 

found, and corrective actions if 

necessary. AD 2013–16–09 currently 

requires an inspection to determine 

airplane configuration and part numbers 

of the landing gear control interface unit 

and MLG door actuators; and, for 

affected airplanes, repetitive inspections 

of the opening sequence of the MLG 

door actuator, and replacement of the 

MLG door actuator if necessary; and 

provides optional terminating action for 

the repetitive inspections. The NPRM 

was prompted by a determination that 

the interval of the MLG door opening 

sequence inspection must be reduced. 

The NPRM proposed to reduce the 

interval of the MLG door opening 


Lhorne on DSK5TPTVN1PROD with PROPOSALS
Federal Register / Vol. 80, No. 183 / Tuesday, September 22, 2015 / Proposed Rules 57123 

sequence inspection, and also to replace 

or modify certain MLG door actuators. 

Actions Since Previous NPRM Was 

Issued 

Since we issued the NPRM, we have 

determined that a flushing procedure 

must be performed when installing a 

new MLG door actuator. The European 

Aviation Safety Agency (EASA), which 

is the Technical Agent for the Member 

States of the European Union, has 

issued EASA Airworthiness Directive 

2014–0221, dated September 30, 2014 

(referred to after this as the Mandatory 

Continuing Airworthiness Information, 

or ‘‘the MCAI’’), to correct an unsafe 

condition on all Airbus Model A318, 

A319, A320, and A321 series airplanes. 

The MCAI states: 

Some operators reported slow operation of 

the main landing gear (MLG) door opening/ 

closing sequence, leading to the generation of 

[electronic centralized aircraft monitor] 

ECAM warnings during the landing gear 

retraction or extension sequence. 

Investigations showed that the damping 

ring and associated retaining ring of the MLG 

door actuator may deteriorate. The resultant 

debris increases the friction inside the 

actuator which can be sufficiently high to 

restrict opening of the MLG door by gravity, 

during operation of the landing gear alternate 

(freefall) extension system. 

This condition, if not corrected, could 

prevent the full extension and/or down 

locking of the MLG, possibly resulting in 

MLG collapse during landing or rollout and 

consequent damage to the aeroplane and 

injury to occupants. 

[An EASA AD] was issued [and later 

revised] to require repetitive inspections of 

the opening sequence of the MLG door in 

order to identify the affected actuators, and 

to introduce as an optional terminating 

action Airbus production Modification (mod) 

38274 and associated [Airbus] Service 

Bulletin (SB) A320–32–1338, which 

incorporate an improved retaining ring, 

located on the piston rod’s extension end, 

and a new piston rod with machined 

shoulder to accommodate the thicker section 

of the modified retaining ring. 

After in-service introduction of the new 

MLG door actuator, Part Number (P/N) 

114122012 (Post-mod 38274—SB A320–32– 

1338), several operators reported failures of 

internal parts of the MLG door actuator. 

Investigations confirmed that these failures 

could result in slow extension of the actuator 

rod, delaying the MLG door operation, or 

possibly stopping just before the end of the 

stroke, preventing the door to reach the fully 

open position. 

[An EASA AD], which superseded EASA 

AD 2006–0112R1 [http://ad.easa.europa.eu/

blob/easa_ad_2006_0112_R1_

superseded.pdf/AD_2006-0112R1_1], was 

issued [and later revised] to require 

amendment of the applicable Airplane Flight 

Manual (AFM), repetitive checks of specific 

Centralized Fault Display System (CFDS) 

messages, repetitive inspections of the 

opening sequence of the MLG door actuator 

and, depending on findings, corrective 

action(s). 

Since EASA AD 2011–0069R1 [http://

ad.easa.europa.eu/blob/easa_ad_2011_0069_

R1_superseded.pdf/AD_2011-0069R1_1] was 

issued, Airbus introduced a reinforced MLG 

door actuator P/N 114122014 (mod 153655). 

Airbus issued SB A320–32–1407 containing 

instructions for in-service replacement of the 

affected MLG door actuators, or modification 

of the actuators to the new standard. 

In addition, following a recent occurrence 

with a gear extension problem, the result of 

additional analyses by Airbus revealed that 

the CFDS expected specific messages may 

not be generated and as a result, repetitive 

checks of messages are not effective for 

aeroplanes fitted with landing gear control 

interface unit (LGCIU) interlink 

communication ARINC 429 (applied in 

production through Airbus mod 39303, or in 

service through Airbus SB A320–32–1409), 

in combination with LGCIUs 80–178–02– 

88012 or 80–178–03–88013 in both positions 

and at least one MLG door actuator pre-mod 

153655 (pre-Airbus SB A320–32–1407—preGE SB 114122–32–105) installed. 

Prompted by these findings, EASA issued 

Emergency AD 2013–0132–E [http://

ad.easa.europa.eu/blob/easa_ad_2013_0132_

E_superseded.pdf/EAD_2013-0132-E_1 

(which corresponds to FAA AD 2013–16–09)] 

to require identification of the affected 

aeroplanes to establish the configuration and, 

for those aeroplanes, repetitive inspections of 

the opening sequence of the MLG door 

actuator and, depending on findings, 

replacement of the MLG door actuator. That 

[EASA] AD also provided an optional 

terminating action by disconnection of the 

interlink for certain LGCIUs, or in-service 

modification of the aeroplane through Airbus 

SB A320–32–1407 (equivalent to Airbus 

production mod 153655). 

Since those ADs (EASA AD 2011–0069R1 

and EASA AD 2013–0132–E) were issued, 

analyses performed by Airbus have revealed 

that the MLG door opening sequence 

inspection interval needed to be reduced, 

and that the (previously optional) 

terminating action needed to be made 

mandatory. 

Prompted by these findings, EASA issued 

AD 2013–0288 [http://ad.easa.europa.eu/

blob/easa_ad_2013_0288_superseded.pdf/

AD_2013-0288_1], retaining the requirements 

of EASA AD 2011–0069R1 and EASA AD 

2013–0132–E, which were superseded, but 

with reduced inspection intervals, and to 

require replacement or modification, as 

applicable, of the affected MLG door 

actuators as terminating action to the 

monitoring and repetitive checks and 

inspections. 

Following introduction of post-mod 

153655 MLG door actuators on in-service 

aeroplanes, it has been observed that, in case 

the removed pre-mod MLG door actuator has 

internal damage, contamination of the 

hydraulic system could have occurred. 

This condition, if not detected and 

corrected, could result in performance 

degradation (damping degradation) of the 

post-mod MLG door actuator. Testing 

performed with a new actuator tested in 

heavily contaminated hydraulic system did 

not show abnormal hydraulic Restriction/

blockage. It is thus not requested to perform 

this ‘‘flushing procedure’’ on aircraft already 

retrofitted with std-14 actuators. 

In addition, since EASA AD 2013–0288 

was issued, the applicable AFM was revised 

and repetitive checks of specific CFDS 

messages are no longer considered to be 

required, due to the reduced intervals 

required by EASA AD 2013–0288. 

For the reasons described above, this 

[EASA] AD partially retains the requirements 

of EASA AD 2013–0288, which is 

superseded, introduces improved wording 

for clarification and requires, in addition to 

the revised operational (AFM) procedure, 

hydraulic flushing prior to any installation of 

a post-mod MLG door actuator. 

You may examine the MCAI in the 

AD docket on the Internet at http://

www.regulations.gov/

#!documentDetail;D=FAA-2014-529- 

0003. 

Related Service Information Under 1 

CFR part 51 

Airbus has issued Service Bulletins 

A320–32–1390, Revision 03, dated July 

3, 2014; and A320–32–1407, Revision 

01, dated July 3, 2014. Airbus has also 

issued A318/A319/A320/A321 

Temporary Revision (TR) TR437, L/G 

GEAR NOT DOWNLOCKED, Issue 1.0, 

dated May 23, 2014, to the Airplane 

Flight Manual (AFM). 

Airbus Service Bulletin A320–32– 

1390, Revision 03, dated July 3, 2014, 

describes procedures for inspecting the 

operation of the MLG door opening 

sequence to determine if an actuator is 

defective, flushing contamination from 

the landing gear extension and 

retraction system (LGERS), and 

replacing the door actuator if necessary. 

Airbus Service Bulletin A320–32– 

1407, Revision 01, dated July 3, 2014, 

describes procedures for flushing 

contamination from the LGERS, and 

installing new MLG door actuators. 

Airbus A318/A319/A320/A321 TR 

TR437, L/G GEAR NOT 

DOWNLOCKED, Issue 1.0, dated May 

23, 2014, to the AFM updates the 

procedure used for incomplete landing 

gear extension during approach. 

General Electric Service Bulletin 

114122–32–105, Revision 2, dated June 

24, 2014, describes procedures for 

conversion of a MLG door actuator and 

to remove unwanted material from the 

hydraulic fluid route. 

This service information 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 of 

this SNPRM. 


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57124 Federal Register / Vol. 80, No. 183 / Tuesday, September 22, 2015 / Proposed Rules 

Comments 

We gave the public the opportunity to 

participate in developing this SNPRM. 

We considered the comments received. 

Requests To Adopt the Actions of EASA 

Airworthiness Directive 2014–0221, 

Dated September 30, 2014, and Certain 

Service Bulletins 

Airbus requested that we revise the 

NPRM to adopt the requirements of 

EASA Airworthiness Directive 2014– 

0221, dated September 30, 2014; Airbus 

Service Bulletin A320–32–1390, 

Revision 03, dated July 3, 2014; and 

Airbus Service Bulletin A320–32–1407 

Revision 01, dated July 3, 2014. Airbus 

stated that EASA issued a global 

airplane flight manual (AFM) TR to 

mandate updated operational 

procedures. US Airways requested that 

we reference Airbus Service Bulletin 

A320–32–1407, Revision 01, dated July 

3, 2014, and a new AFM procedure 

referenced in ‘‘FOT 999–0032/14.’’ 

We agree with the commenters’ 

requests. EASA Airworthiness Directive 

2014–0221, dated September 30, 2014, 

requires, among other things, a revised 

operational AFM procedure, and 

hydraulic flushing prior to any 

installation of a post-modification MLG 

door actuator. We have revised 

paragraphs (j), (k), (l), (m), and (w) as 

designated in the NPRM (paragraphs (j), 

(k), (l), (m), and (x) in this SNPRM)) to 

reference Airbus Service Bulletin A320– 

32–1390, Revision 03, dated July 3, 

2014; and paragraphs (r), (t), (u), (w), 

and (x) as designated in the NPRM 

(paragraphs (r), (u), (v), (x), and (y) in 

this SNPRM)) to reference Airbus 

Service Bulletin A320–32–1407, 

Revision 01, dated July 3, 2014; as the 

appropriate sources of service 

information for accomplishing the 

proposed actions. 

Request To Not Mandate the Actions in 

Airbus Service Bulletin A320–32–1407, 

Revision 01, Dated July 3, 2014 

United Airlines requested that we not 

require the actions in Airbus Service 

Bulletin A320–32–1407, Revision 01, 

dated July 3, 2014. United Airlines 

stated that Airbus Service Bulletin 

A320–32–1407, Revision 01, dated July 

3, 2014, recommends that operators 

flush the affected hydraulic system. 

United Airlines stated that it disagrees 

with this proposed action and explained 

that Airbus instituted this requirement 

to flush the hydraulic system as it failed 

to recommend the removal, inspection, 

and cleaning of the restrictors during 

the modification of the MLG door 

actuator to the part number (P/N) 

114122014 configuration. United 

Airlines also stated that it has opted to 

overhaul the MLG door actuators as well 

as perform the modification described 

in Airbus Service Bulletin A320–32– 

1407, dated May 14, 2013. United 

Airlines explained that this overhaul 

requires that the restrictors (P/N 

114122233 and P/N 114122232) and 

transfer pipe be removed, inspected, 

and cleaned. United Airlines stated that 

it is of the opinion that flushing the 

hydraulic system is not required as 

there is no contamination present in the 

restrictors or the transfer pipe. 

We disagree with the commenter’s 

request. Airbus informed the FAA that 

debris can leave the damaged actuator 

and remain in the hydraulic lines 

connected to the door actuator. Flushing 

of the hydraulic system is required to 

prevent debris from entering the new 

actuator. If debris enters the new 

actuator, its performance can be 

affected. The flow rate during normal 

operation is insufficient to ensure 

complete flushing of the debris to the 

hydraulic low pressure filter within a 

few door cycles. Therefore, a specific 

maintenance procedure has been 

defined and introduced in Airbus 

Service Bulletin A320–32–1407, 

Revision 01, dated July 3, 2014; and 

General Electric Service Bulletin 

114122–32–105, Revision 2, dated June 

24, 2014. EASA has issued AD 2014– 

0221, dated September 30, 2014, 

requiring flushing of the affected 

hydraulic system in accordance with 

Airbus Service Bulletin A320–32–1407, 

Revision 01, dated July 3, 2014. 

Request To Provide Credit for Previous 

Actions 

US Airways requested that we 

provide credit for the actions required 

by paragraphs (t) and (u) of the 

proposed AD (paragraphs (u) and (v) of 

this SNPRM)), if those actions were 

done before the effective date of the AD 

using Airbus Service Bulletins A320– 

32–1407, dated May 14, 2013, or 

Revision 01, dated July 3, 2014; or 

General Electric Service Bulletin 

114122–32–105, dated January 17, 2013. 

We partially agree with the 

commenter’s request. In this SNPRM, 

paragraph (aa) already provides credit 

for General Electric Service Bulletin 

114122–32–105, dated January 17, 2013, 

for the actions in paragraphs (u) and (v) 

done prior to the effective date of the 

final rule. We do not agree with giving 

credit for Airbus Service Bulletin A320– 

32–1407, dated May 14, 2013; or 

Revision 01, dated July 3, 2014; because 

those service bulletins do not require 

flushing the hydraulic system prior to 

the installation of P/N 114122014. We 

have not changed the proposed AD in 

this regard. 

FAA’s Determination and Requirements 

of This SNPRM 

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 these same 

type designs. 

Certain changes described above 

expand the scope of the NPRM. As a 

result, we have determined that it is 

necessary to reopen the comment period 

to provide additional opportunity for 

the public to comment on this SNPRM. 

Explanation of ‘‘RC’’ Procedures and 

Tests in Service Information 

The FAA worked in conjunction with 

industry, under the Airworthiness 

Directives Implementation Aviation 

Rulemaking Committee (ARC), to 

enhance the AD system. One 

enhancement was a new process for 

annotating which procedures and tests 

in the service information are required 

for compliance with an AD. 

Differentiating these procedures and 

tests from other tasks in the service 

information is expected to improve an 

owner’s/operator’s understanding of 

crucial AD requirements and help 

provide consistent judgment in AD 

compliance. The procedures and tests 

identified as Required for Compliance 

(RC) in any service information have a 

direct effect on detecting, preventing, 

resolving, or eliminating an identified 

unsafe condition. 

As specified in a NOTE under the 

Accomplishment Instructions of the 

specified Airbus service information, 

procedures and tests identified as RC 

must be done to comply with the 

proposed AD. However, procedures and 

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 alternative method of compliance 

(AMOC), provided the procedures and 

tests identified as RC can be done and 

the airplane can be put back in a 

serviceable condition. Any substitutions 

or changes to procedures or tests 


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Federal Register / Vol. 80, No. 183 / Tuesday, September 22, 2015 / Proposed Rules 57125 

identified as RC will require approval of 

an AMOC. 

Changes to the Proposed AD 

This SNPRM makes the following 

changes to the NPRM. 

We have moved the credit for Airbus 

Service Bulletin A320–32–1309, dated 

March 7, 2006, specified in paragraph 

(g) of AD 2011–13–11, into paragraph 

(aa)(1) of the proposed AD. 

We have reformatted and redesignated 

three tables as figures to comply with 

requirements of the Office of the Federal 

Register, as follows: 

• ‘‘Table 1 to Paragraph (p) of this 

AD—Affected Part Numbers’’ is ‘‘Figure 

2 to Paragraph (p) of this AD—Affected 

Part Numbers;’’ 

• ‘‘Table 2 to Paragraph (v) of this 

AD—Affected Part Numbers’’ is ‘‘Figure 

3 to Paragraph (v) of this AD—Affected 

Part Numbers;’’ and 

• ‘‘Table 3 to Paragraph (z) of this 

AD—Affected Part Numbers’’ is ‘‘Figure 

4 to Paragraph (z) of this AD.’’ 

Costs of Compliance 

We estimate that this SNPRM affects 

953 airplanes of U.S. registry. 

The actions that are required by AD 

2011–13–11, and retained in this 

SNPRM, take about 7 work-hours per 

product, per inspection cycle, at an 

average labor rate of $85 per work-hour. 

Based on these figures, the estimated 

cost of the actions that are required by 

AD 2011–13–11 is $595 per product. 

The actions that are required by AD 

2013–16–09, and retained in this 

SNPRM, take about 3 work-hours per 

product, per inspection cycle, at an 

average labor rate of $85 per work-hour. 

Based on these figures, the estimated 

cost of the actions that were required by 

AD 2013–16–09 is $255 per product. 

We also estimate that it would take 

about 19 work-hours per product to 

comply with the basic requirements of 

this SNPRM. The average labor rate is 

$85 per work-hour. Required parts 

would cost about $17,140 per product. 

Based on these figures, we estimate the 

cost of this SNPRM on U.S. operators to 

be $17,873,515, or $18,755 per product. 

In addition, we estimate that any 

necessary follow-on actions would take 

about 3 work-hours, for a cost of $255 

per product. We have no way of 

determining the number of aircraft that 

might need these actions. 

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); 

3. Will not affect intrastate aviation in 

Alaska; and 

4. 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 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 Directives 

(AD) 2011–13–11, Amendment 39– 

16734 (76 FR 37241, June 27, 2011) 

(‘‘AD 2011–13–11’’); and AD 2013–16– 

09, Amendment 39–17547 (78 FR 

48286, August 8, 2013) (‘‘AD 2013–16– 

09’’); and 

■ b. Adding the following new AD: 

Airbus: Docket No. FAA–2014–0529; 

Directorate Identifier 2013–NM–260–AD. 

(a) Comments Due Date 

We must receive comments by November 

6, 2015. 

(b) Affected ADs 

This AD replaces AD 2011–13–11, 

Amendment 39–16734 (76 FR 37241, June 

27, 2011) (‘‘AD 2011–13–11’’); and AD 2013– 

16–09, Amendment 39–17547 (78 FR 48286, 

August 8, 2013) (‘‘AD 2013–16–09’’). 

(c) Applicability 

This AD applies to the Airbus airplanes, 

certificated in any category, identified in 

paragraphs (c)(1), (c)(2), (c)(3), and (c)(4) of 

this AD, all manufacturer serial numbers. 

(1) Model A318–111, –112, –121, and –122 

airplanes. 

(2) Model A319–111, –112, –113, –114, 

–115, –131, –132, and –133 airplanes. 

(3) Model A320–211, –212, –214, –231, 

–232, and –233 airplanes. 

(4) Model A321–111, –112, –131, –211, 

–212, –213, –231, and –232 airplanes. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 32, Landing Gear. 

(e) Reason 

This AD was prompted by a determination 

that the inspection interval of the main 

landing gear (MLG) door opening sequence 

must be reduced. We are issuing this AD to 

detect and correct deterioration of the 

damping ring and associated retaining ring of 

the MLG door actuator, which can 

sufficiently increase the friction inside the 

actuator to restrict opening of the MLG door 

by gravity, during operation of the landing 

gear alternate (free-fall) extension system. 

This condition could prevent the full 

extension and/or down-locking of the MLG, 

possibly resulting in MLG collapse during 

landing and consequent damage to the 

aeroplane and injury to occupants. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Retained Repetitive Inspections/

Replacement, With a Formatting Change 

This paragraph restates the requirements of 

paragraph (g) of AD 2011–13–11, with a 

formatting change. At the time specified in 

paragraph (g)(1) or (g)(2) of this AD, as 

applicable: Do a general visual inspection of 

the operation of the MLG door opening 

sequence to determine if a defective actuator 

is installed by doing all the applicable 

actions, including replacing the door 

actuator, as applicable, specified in the 

Accomplishment Instructions of Airbus 

Service Bulletin A320–32–1309, Revision 01, 

dated June 19, 2006. Do all applicable 

replacements before further flight. Repeat the 

inspection thereafter at intervals not to 

exceed 900 flight cycles. Doing the 


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inspection required by paragraph (l) of this 

AD terminates the requirements of this 

paragraph. 

(1) For airplanes on which a record of the 

total number of flight cycles on the MLG door 

actuator is available: Before the accumulation 

of 3,000 total flight cycles on the MLG door 

actuator, or within 800 flight cycles after 

April 27, 2007 (the effective date of AD 

2007–06–18, Amendment 39–14999 (72 FR 

13681, March 23, 2007)), whichever is later. 

(2) For airplanes on which a record of the 

total number of flight cycles on the MLG door 

actuator is not available: Within 800 flight 

cycles after April 27, 2007 (the effective date 

of AD 2007–06–18). 

(3) For the purposes of this AD, 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 enhance visual access to all 

exposed 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.’’ 

(h) Retained Provision Regarding Reporting/ 

Parts Return, With No Changes 

This paragraph restates the requirements of 

paragraph (h) of AD 2011–13–11, with no 

changes. Although the Accomplishment 

Instructions of Airbus Service Bulletin A320– 

32–1309, Revision 01, dated June 19, 2006, 

specify submitting certain information to the 

manufacturer and sending defective actuators 

back to the component manufacturer for 

investigation, this AD does not include those 

requirements. 

(i) Retained Revision of the Airplane Flight 

Manual (AFM), With Formatting Changes 

This paragraph restates the requirements of 

paragraph (i) of AD 2011–13–11, with 

formatting changes. Within 14 days after July 

12, 2011 (the effective date of AD 2011–13– 

11), revise the Emergency Procedure Section 

of the AFM to incorporate the information in 

figure 1 to paragraph (i) of this AD. This may 

be done by inserting a copy of this AD into 

the AFM. When a statement identical to that 

in figure 1 to paragraph (i) of this AD has 

been included in the Emergency Procedure 

Section of the general revisions of the AFM, 

the general revisions may be inserted into the 

AFM, and the copy of this AD may be 

removed from the AFM. Doing the actions 

required by paragraph (t) of this AD 

terminates the requirements of this 

paragraph. 

FIGURE 1 TO PARAGRAPH (I) OF THIS AD—AFM REVISION

• If ECAM triggers the ‘‘L/G GEAR NOT DOWNLOCKED’’ warning, apply the following procedure: 

Recycle landing gear. 

• If unsuccessful after 2 min: 

Extend landing gear by gravity. Refer to ABN–32 L/G GRAVITY EXTENSION. 

(j) Retained Repetitive Checks, With New 

Optional Actions and New Service 

Information 

This paragraph restates the requirements of 

paragraph (j) of AD 2011–13–11, with new 

optional actions and new service 

information. Within 14 days after July 12, 

2011 (the effective date of AD 2011–13–11), 

or before the accumulation of 800 total flight 

cycles, whichever occurs later, check the post 

flight report (PFR) for centralized fault 

display system (CFDS) messages triggered 

within the last 8 days, in accordance with 

paragraph 4.2.1 of Airbus All Operators Telex 

(AOT) A320–32A1390, dated February 10, 

2011. Repeat the check thereafter at intervals 

not to exceed 8 days or 5 flight cycles, 

whichever occurs later. If done in accordance 

with a method approved by the Manager, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA, the use of an 

alternative method to check the PFR for 

CFDS messages (e.g., AIRMAN) is acceptable 

in lieu of this check if the messages can be 

conclusively determined from that method. 

Repetitive inspections of the door opening 

sequence of the left-hand (LH) and right-hand 

(RH) doors of the MLG, in accordance with 

the Accomplishment Instructions of Airbus 

Service Bulletin A320–32–1390, Revision 03, 

dated July 13, 2014, are an acceptable 

method of compliance for the actions 

required by this paragraph. Repetitive 

inspections of the door opening sequence of 

the LH and RH doors of the MLG of an 

airplane, as required by paragraph (p) of this 

AD, is an acceptable method to comply with 

the requirements of this paragraph. 

(k) Retained On-Condition Inspection, With 

New Service Information 

This paragraph restates the requirements of 

paragraph (k) of AD 2011–13–11, with new 

service information. If, during any check 

required by paragraph (j) of this AD, a pair 

of specific CFDS messages specified in 

paragraph 4.2.1 of Airbus AOT A320– 

32A1390, dated February 10, 2011, has been 

triggered by both landing gear control and 

indication units (LGCIU) for the same flight, 

before further flight, inspect the door opening 

sequence of the affected doors of the MLG for 

discrepancies (i.e., if any condition specified 

in steps (a) through (d) of paragraph 4.2.2 of 

Airbus AOT A320–32A1390, dated February 

10, 2011, is not met; or if any door actuator 

fails any inspection check specified in Airbus 

Service Bulletin A320–32–1390, Revision 03, 

dated July 13, 2014). Do the inspection in 

accordance with paragraph 4.2.2 of Airbus 

AOT A320–32A1390, dated February 10, 

2011; or the Accomplishment Instructions of 

Airbus Service Bulletin A320–32–1390, 

Revision 03, dated July 13, 2014. As of the 

effective date of this AD, use only Airbus 

Service Bulletin A320–32–1390, Revision 03, 

dated July 13, 2014, for the actions required 

by this paragraph. 

(l) Retained Repetitive Inspections, With 

New Service Information, New Optional 

Actions, and Reduced Compliance Times 

This paragraph restates the requirements of 

paragraph (l) of AD 2011–13–11, with new 

service information, new optional actions, 

and reduced compliance times. At the 

applicable time specified in paragraph (l)(1) 

or (l)(2) of this AD: Inspect the door opening 

sequence of the LH and RH doors of the MLG 

for discrepancies (i.e., if any condition 

specified in steps (a) through (d) of paragraph 

4.2.2 of Airbus AOT A320–32A1390, dated 

February 10, 2011, is not met; or if any door 

actuator fails any inspection check specified 

in the Accomplishment Instructions of 

Airbus Service Bulletin A320–32–1390, 

Revision 03, dated July 13, 2014). Do the 

inspection in accordance with the 

instructions of paragraph 4.2.2 of Airbus 

AOT A320–32A1390, dated February 10, 

2011; or the Accomplishment Instructions of 

Airbus Service Bulletin A320–32–1390, 

Revision 03, dated July 13, 2014. As of the 

effective date of this AD, use only Airbus 

Service Bulletin A320–32–1390, Revision 03, 

dated July 13, 2014, for the actions required 

by this paragraph. Repeat the inspection 

within 8 days or 5 flight cycles after the 

effective date of this AD, whichever occurs 

later, without exceeding 425 flight cycles 

since the most recent inspection; and 

thereafter repeat the inspection at intervals 

not to exceed 8 days or 5 flight cycles, 

whichever occurs later. In addition, 

whenever any airplane is not operated for a 

period longer than 8 days, do the inspection 

before further flight. Doing this inspection 

terminates the requirements of paragraph (g) 

of this AD. Repetitive inspections of the door 

opening sequence of the LH and RH doors of 

the MLG of an airplane, as required by 

paragraph (p) of this AD, is an acceptable 

method to comply with the requirements of 

this paragraph. 

(1) For airplanes on which an inspection 

required by paragraph (g) of this AD has been 

done as of July 12, 2011 (the effective date 

of AD 2011–13–11): Within 800 flight cycles 

after doing the most recent inspection 

required by paragraph (g) of this AD, or 

within 100 flight cycles after July 12, 2011, 

whichever occurs later. 

(2) For airplanes on which an inspection 

required by paragraph (g) of this AD has not 

been done as of July 12, 2011 (the effective 

date of AD 2011–13–11): Within 800 flight 

cycles after July 12, 2011. 

(m) Retained Replacement, With New 

Service Information 

This paragraph restates the requirements of 

paragraph (m) of AD 2011–13–11, with new 


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service information. If any discrepancy (i.e., 

if any condition specified in steps (a) through 

(d) of paragraph 4.2.2 of Airbus AOT A320– 

32A1390, dated February 10, 2011, is not 

met; or if any door actuator fails any 

inspection check specified in the 

Accomplishment Instructions of Airbus 

Service Bulletin A320–32–1390, Revision 03, 

dated July 13, 2014) is found during any 

inspection required by paragraph (k) or (l) of 

this AD, before further flight, replace the 

affected MLG door actuator with a new MLG 

door actuator, in accordance with the 

instructions of Airbus AOT A320–32A1390, 

dated February 10, 2011; or Airbus Service 

Bulletin A320–32–1390, Revision 03, dated 

July 13, 2014. As of the effective date of this 

AD, use only Airbus Service Bulletin A320– 

32–1390, Revision 03, dated July 13, 2014, to 

do the actions required by this paragraph. 

(n) Retained Statement of No Terminating 

Action for Certain Requirements, With No 

Changes 

This paragraph restates the statement of 

paragraph (n) of AD 2011–13–11, with no 

changes. Replacement of the MLG door 

actuator as required by paragraph (m) of this 

AD is not a terminating action for the 

repetitive actions required by paragraphs (j) 

and (l) of this AD. 

(o) Retained Configuration and Part Number 

Determination, With No Changes 

This paragraph restates the requirements of 

paragraph (g) of AD 2013–16–09, with no 

changes. At the later of the compliance times 

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

this AD: Do an inspection to determine the 

configuration (modification status) of the 

airplane and identify the part number of the 

LH and RH LGCIU and MLG door actuators. 

A review of the airplane delivery or 

maintenance records is acceptable for 

compliance with the requirements of this 

paragraph provided the airplane 

configuration and installed components can 

be conclusively determined from that review. 

(1) Prior to the accumulation of 800 total 

flight cycles since first flight of the airplane. 

(2) Within 14 days after August 23, 2013 

(the effective date of AD 2013–16–09). 

(p) Retained MLG Door Opening Sequence 

Repetitive Inspections, With No Changes 

This paragraph restates the requirements of 

paragraph (h) of AD 2013–16–09, with no 

changes. If, during the determination and 

identification required by paragraph (o) of 

this AD, the configuration of the airplane is 

determined to be post-Airbus Modification 

39303 or post-Airbus Service Bulletin A320– 

32–1409 (Interlink Communication ARINC 

429 installed), and both an LGCIU and a MLG 

door actuator are installed with a part 

number listed in figure 2 to paragraph (p) of 

this AD: Except as provided by paragraph (s) 

of this AD, at the later of the compliance 

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

of this AD, and thereafter at intervals not to 

exceed 8 days or 5 flight cycles, whichever 

occurs later, do an inspection of the door 

opening sequence of the LH and RH MLG 

doors, in accordance with the instructions of 

Airbus AOT A32N001–13, dated June 24, 

2013. 

FIGURE 2 TO PARAGRAPH (P) OF THIS

AD—AFFECTED PART NUMBERS

Component name Part number 

LGCIU (LH and RH) 80–178–02–88012 

80–178–03–88013 

MLG door actuator ... 114122006 

114122007 

114122009 

114122010 

114122011 

114122012 

(q) Retained MLG Door Opening Sequence 

Corrective Action, With No Changes 

This paragraph restates the requirements of 

paragraph (i) of AD 2013–16–09, with no 

changes. If a slow door operation or restricted 

extension is found during any inspection 

required by paragraph (p) of this AD: Before 

further flight, replace the affected MLG door 

actuator with a new or serviceable actuator, 

in accordance with the instructions of Airbus 

AOT A32N001–13, dated June 24, 2013. 

(r) Retained Terminating Action Limitation 

for Certain Actions, With New Service 

Information 

This paragraph restates the requirements of 

paragraph (j) of AD 2013–16–09, with new 

service information. Replacement of a MLG 

door actuator, as required by paragraph (q) of 

this AD, does not constitute terminating 

action for the repetitive inspections required 

by paragraph (p) of this AD, unless MLG door 

actuators having P/N 114122014 are installed 

on both LH and RH sides, in accordance with 

the Accomplishment Instructions of Airbus 

Service Bulletin A320–32–1407, dated May 

14, 2013; or Airbus Service Bulletin A320– 

32–1407, Revision 01, dated July 3, 2014. As 

of the effective date of this AD, use only 

Airbus Service Bulletin A320–32–1407, 

Revision 01, dated July 3, 2014, for the 

actions required by this paragraph. 

(s) Retained Repetitive Inspection Exception, 

With No Changes 

This paragraph restates the requirements of 

paragraph (k) of AD 2013–16–09, with no 

changes. Airplanes on which the LGCIU 

interlink is disconnected (Airbus 

Modification 155522 applied in production, 

or modified in-service in accordance with the 

instructions of Airbus AOT A32N001–13, 

dated June 24, 2013), or on which MLG door 

actuators having P/N 114122014 are installed 

on both LH and RH sides (Airbus 

Modification 153655 applied in production, 

or modified in-service as described in Airbus 

Service Bulletin A320–32–1407), are not 

required to do the actions required by 

paragraph (p) of this AD, provided that the 

airplane is not modified to a configuration as 

defined in paragraph (p) of this AD. 

(t) New Revision of the AFM 

Within 14 days after the effective date of 

this AD, revise the Emergency Procedure 

Section of the AFM to incorporate Airbus 

A318/A319/A320/A321 Temporary Revision 

(TR) TR437, L/G GEAR NOT 

DOWNLOCKED, Issue 1.0, dated May 23, 

2014. When this TR has been included in 

general revisions of the AFM, the general 

revisions may be inserted in the AFM, 

provided the relevant information in the 

general revision is identical to that in this 

TR, and the copy of this TR may be removed 

from the AFM. Doing the action required by 

this paragraph terminates the actions 

required by paragraph (i) of this AD. 

(u) New Replacement of MLG Door Actuator 

Having P/N 114122012 

Within 12 months after the effective date 

of this AD: Replace each MLG door actuator 

having P/N 114122012 with a MLG door 

actuator having P/N 14122014, and flush the 

affected hydraulic system, in accordance 

with the Accomplishment Instructions of 

Airbus Service Bulletin A320–32–1407, 

Revision 01, dated July 3, 2014; or modify 

each actuator, including doing all applicable 

related investigative and corrective actions, 

in accordance with the Accomplishment 

Instructions of General Electric Service 

Bulletin 114122–32–105, Revision 2, dated 

June 24, 2014; except where General Electric 

Service Bulletin 114122–32–105, Revision 2, 

dated June 24, 2014, specifies to contact the 

manufacturer, before further flight, repair 

using a method approved by the Manager, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA; or the European 

Aviation Safety Agency (EASA); or Airbus’s 

EASA Design Organization Approval (DOA). 

(v) New Replacement of Certain Other MLG 

Door Actuators 

Within 24 months after the effective date 

of this AD: Replace each MLG door actuator 

having a part number listed in figure 3 to 

paragraph (v) of this AD, except P/N 

114122012, with a MLG door actuator having 

P/N 14122014, and flush the affected 

hydraulic system, in accordance with 

Accomplishment Instructions of Airbus 

Service Bulletin A320–32–1407, Revision 01, 

dated July 3, 2014; or modify each actuator, 

including doing all applicable related 

investigative and corrective actions, in 

accordance with the Accomplishment 

Instructions of General Electric Service 

Bulletin 114122–32–105, Revision 2, dated 

June 24, 2014; except where General Electric 

Service Bulletin 114122–32–105, Revision 2, 

dated June 24, 2014, specifies to contact the 

manufacturer, before further flight, repair 

using a method approved by the Manager, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA; or the EASA; or 

Airbus’s EASA DOA. 

FIGURE 3 TO PARAGRAPH (V) OF THIS

AD—AFFECTED PART NUMBERS

Component name Part number 

MLG door actuator ................. 114122006 

114122007 

114122009 

114122010 

114122011 

114122012 

(w) New Terminating Action 

Modification of an airplane as required by 

paragraphs (u) and (v) of this AD, as 

applicable, constitutes terminating action for 


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all repetitive actions (PFR monitoring checks 

and inspections) required by this AD for that 

airplane. 

(x) New Conditional Terminating Action 

Replacement of a MLG door actuator as 

required by paragraphs (m) and (q) of this 

AD; or corrective actions as specified in 

Airbus AOT A320–32A1390, dated February 

10, 2011; or replacement of a MLG door 

actuator as specified in Airbus Service 

Bulletin A320–32–1390, Revision 03, dated 

July 13, 2014; does not constitute terminating 

action for the repetitive inspections required 

by paragraphs (j), (l), and (p) of this AD, 

unless MLG door actuators having P/N 

114122014 are installed on both LH and RH 

sides, in accordance with the 

Accomplishment Instructions of Airbus 

Service Bulletin A320–32–1407, Revision 01, 

dated July 3, 2014. 

(y) New Exception to AD Requirements 

(1) An airplane on which MLG door 

actuators having P/N 114122014 are installed 

on both LH and RH sides (Airbus 

Modification 153655 applied in production, 

or modified in service as specified in Airbus 

Service Bulletin A320–32–1407, dated May 

14, 2013; Airbus Service Bulletin A320–32– 

1407, Revision 01, dated July 3, 2014; 

General Electric Service Bulletin 114122–32– 

105, dated January 17, 2013; or General 

Electric Service Bulletin 114122–32–105, 

Revision 1, dated March 26, 2013; or General 

Electric Service Bulletin 114122–32–105, 

Revision 2, dated June 24, 2014); is not 

affected by the requirements of paragraphs (j) 

through (v) of this AD, provided that no MLG 

door actuator with a part number in figure 3 

to paragraph (v) of this AD has been installed 

on that airplane since first flight, or since 

modification, as applicable. 

(2) An airplane in the configuration 

specified in paragraph (y)(1) of this AD, and 

with flight warning computers having P/N 

350E053021212 (H2F7) installed (Airbus 

Modification 153741 applied in production, 

or modified in service as specified in Airbus 

Service Bulletin A320–31–1414), is not 

affected by the requirement of paragraph (t) 

of this AD and, following modification, 

Airbus A318/A319/A320/A321 TR TR437, L/ 

G GEAR NOT DOWNLOCKED, Issue 1.0, 

dated May 23, 2014 (if inserted), may be 

removed from the AFM of that airplane. 

(z) New Parts Installation Prohibitions 

(1) Except as specified in paragraph (z)(2) 

of this AD, as of the effective date of this AD, 

do not install on any airplane a MLG door 

actuator having a part number listed in figure 

3 to paragraph (v) of this AD. 

(2) For an airplane subject to the 

requirements of paragraphs (u) and (v) of this 

AD, as applicable, do not install a MLG door 

actuator having a part number listed in figure 

3 to paragraph (v) of this AD after 

modification of the airplane. 

(3) Except as specified in paragraph (z)(4) 

of this AD, as of the effective date of this AD, 

do not install on any airplane a flight 

warning computer (FWC) having a part 

number listed in figure 4 to paragraph (z) of 

this AD. 

(4) For an airplane subject to the 

requirements of paragraphs (u) and (v) of this 

AD, as applicable, do not install a FWC 

having a part number listed in figure 4 to 

paragraph (z) of this AD after modification of 

the airplane. 

FIGURE 4 TO PARAGRAPH (Z) OF THIS AD—AFFECTED PART NUMBERS

Component name Part number 

Flight warning computer .............................................................................................................................................. 350E016187171 (C5) 

350E017238484 (H1D1) 

350E017248685 (H1D2) 

350E017251414 (H1E1) 

350E017271616 (H1E2) 

350E018291818 (H1E3CJ) 

350E018301919 (H1E3P) 

350E018312020 (H1E3Q) 

350E053020202 (H2E2) 

350E053020303 (H2E3) 

350E053020404 (H2E4) 

350E053020606 (H2F2) 

350E053020707 (H2F3) 

350E053021010 (H2F3P) 

350E053020808 (H2F4) 

350E053020909 (H2F5) 

350E053021111 (H2F6) 

(aa) Credit for Previous Actions 

(1) This paragraph provides credit for 

actions required by paragraph (g) of this AD, 

if those actions were performed before April 

27, 2007 (the effective date of AD 2007–06– 

18), using Airbus Service Bulletin A320–32– 

1309, dated March 7, 2006. This service 

information is not incorporated by reference 

in this AD. 

(2) This paragraph provides credit for 

actions required by paragraphs (k), (l), and 

(m) of this AD, if those actions were 

performed before the effective date of this AD 

using Airbus Service Bulletin A320–32–1390, 

Revision 01, dated September 21, 2011; or 

Revision 02, dated October 23, 2013. Airbus 

Service Bulletin A320–32–1390, Revision 01, 

dated September 21, 2011, was incorporated 

by reference in AD 2011–13–11. Airbus 

Service Bulletin A320–32–1390, Revision 02, 

dated October 23, 2013, is not incorporated 

by reference in this AD. 

(3) This paragraph provides credit for 

actions required by paragraphs (u) and (v) of 

this AD, if those actions were performed 

before the effective date of this AD using 

General Electric Service Bulletin 114122–32– 

105, dated January 17, 2013; or General 

Electric Service Bulletin 114122–32–105, 

Revision 1, dated March 26, 2013. This 

service information is not incorporated by 

reference in this AD. 

(bb) Other FAA AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, Transport Airplane 

Directorate, 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, WA 98057–3356; 

telephone 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. 

(2) Required for Compliance (RC): If any 

Airbus 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 


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1 17 CFR 145.9. Commission regulations referred 

to herein are found at 17 CFR Chapter I. 

2Confirmation, Portfolio Reconciliation, Portfolio 

Compression, and Swap Trading Relationship 

Documentation Requirements for Swap Dealers and 

Major Swap Participants, 77 FR 55904 (Sept. 11, 

2012) (hereinafter, ‘‘Portfolio Reconciliation Final 

Rule’’). 

3 Generally, an SD is any person who, in addition 

to transacting in a notional amount of swaps in 

excess of specified de minimis thresholds, holds 

itself out as a dealer in swaps, makes a market in 

swaps, regularly enters into swaps with 

counterparties as an ordinary course of business for 

its own account, or engages in any activity causing 

it to be commonly known in the trade as a dealer 

or market maker in swaps. See 7 U.S.C. 1a(49); 17 

CFR 1.3(ggg). 

4 Generally, an MSP is any non-dealer that 

maintains a substantial position in swaps for any 

of the specified major swap categories, whose 

outstanding swaps create substantial counterparty 

exposure that could have serious adverse effects on 

the financial stability of the United States banking 

system or financial markets, or any financial entity 

that is highly leveraged relative to the amount of 

capital such entity holds and that is not subject to 

capital requirements established by an appropriate 

Federal banking agency and maintains a substantial 

position in outstanding swaps in any major swap 

category. See 7 U.S.C. 1a(33); 17 CFR 1.3(hhh). 

5 7 U.S.C. 6s(h)(1)(D), 6s(h)(3)(D) and 6s(i). 

procedures and tests identified as RC can be 

done and the airplane can be put back in a 

serviceable condition. Any substitutions or 

changes to procedures or tests identified as 

RC require approval of an AMOC. 

(3) Contacting the Manufacturer: As of the 

effective date of this AD, except as specified 

in paragraph (j) of this AD for the use of an 

alternative method to check the PFR for 

CFDS messages, for any requirement in this 

AD to obtain corrective actions from a 

manufacturer, the action must be 

accomplished using a method approved by 

the Manager, International Branch, ANM– 

116, Transport Airplane Directorate, FAA; or 

EASA; or Airbus’s EASA DOA. If approved 

by the DOA, the approval must include the 

DOA-authorized signature. 

(4) Previously Approved AMOCs: AMOCs 

approved previously for the AD 2011–13–11 

and AD 2013–16–09 are approved as AMOCs 

for the corresponding provisions of this AD. 

(cc) Special Flight Permits 

Special flight permits may be issued in 

accordance with sections 21.197 and 21.199 

of the Federal Aviation Regulations (14 CFR 

21.197 and 21.199) to operate the airplane to 

a location where the airplane can be 

modified (if the operator elects to do so), 

provided the MLG remains extended and 

locked, and that no MLG recycle is done. 

(dd) Related Information 

(1) Refer to Mandatory Continuing 

Airworthiness Information (MCAI) EASA 

Airworthiness Directive 2014–0221, dated 

September 30, 2014, for related information. 

This MCAI may be found in the AD docket 

on the Internet at http://

www.regulations.gov/

#!documentDetail;D=FAA-2014-0529-0003. 

(2) For Airbus service information 

identified in this AD, contact Airbus, 

Airworthiness Office—EIAS, 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. 

(3) For General Electric service information 

identified in this AD, contact GE Aviation, 

Customer Support Center, 1 Neumann Way, 

Cincinnati, OH 45215; phone: 513–552–3272; 

email: cs.techpubs@ge.com; Internet: http://

www.geaviation.com. 

(4) You may view this service information 

at the FAA, Transport Airplane Directorate, 

1601 Lind Avenue SW., Renton, WA. For 

information on the availability of this 

material at the FAA, call 425–227–1221. 

Issued in Renton, Washington, on August 

21, 2015. 

Kevin Hull, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2015–21730 Filed 9–21–15; 8:45 am] 

BILLING CODE 4910–13–P 

COMMODITY FUTURES TRADING 

COMMISSION 

17 CFR Part 23 

RIN 3038–AE17 

Proposal To Amend the Definition of 

‘‘Material Terms’’ for Purposes of 

Swap Portfolio Reconciliation 

AGENCY: Commodity Futures Trading 

Commission. 

ACTION: Notice of proposed rulemaking. 

SUMMARY: The Commodity Futures 

Trading Commission (‘‘Commission’’ or 

‘‘CFTC’’) proposes to amend a provision 

of the Commission’s regulations in 

connection with the material terms for 

which counterparties must resolve 

discrepancies when engaging in 

portfolio reconciliation. 

DATES: Comments must be received on 

or before November 23, 2015. 

ADDRESSES: You may submit comments, 

identified by RIN 3038–AE17, and 

Proposal to Amend the Definition of 

‘‘Material Terms’’ for Purposes of Swap 

Portfolio Reconciliation by any of the 

following methods: 

• The agency’s Web site, at http:// 

comments.cftc.gov. Follow the 

instructions for submitting comments 

through the Web site. 

• Mail: Christopher Kirkpatrick, 

Secretary of the Commission, 

Commodity Futures Trading 

Commission, Three Lafayette Centre, 

1155 21st Street NW., Washington, DC 

20581. 

• Hand Delivery/Courier: Same as 

Mail above. 

• Federal eRulemaking Portal: http:// 

www.regulations.gov. Follow the 

instructions for submitting comments. 

Please submit your comments using 

only one method. 

All comments must be submitted in 

English, or if not, accompanied by an 

English translation. Comments will be 

posted as received to http:// 

www.cftc.gov. You should submit only 

information that you wish to make 

available publicly. If you wish the 

Commission to consider information 

that you believe is exempt from 

disclosure under the Freedom of 

Information Act, a petition for 

confidential treatment of the exempt 

information may be submitted according 

to the procedures established in § 145.9 

of the Commission’s regulations.1

The Commission reserves the right, 

but shall have no obligation, to review, 

pre-screen, filter, redact, refuse or 

remove any or all of your submission 

from http://www.cftc.gov that it may 

deem to be inappropriate for 

publication, such as obscene language. 

All submissions that have been redacted 

or removed that contain comments on 

the merits of the rulemaking will be 

retained in the public comment file and 

will be considered as required under the 

Administrative Procedure Act and other 

applicable laws, and may be accessible 

under the Freedom of Information Act. 

FOR FURTHER INFORMATION CONTACT: 

Frank N. Fisanich, Chief Counsel, 202– 

418–5949, ffisanich@cftc.gov; Katherine 

S. Driscoll, Associate Chief Counsel, 

202–418–5544, kdriscoll@cftc.gov; 

Gregory Scopino, Special Counsel, 202– 

418–5175, gscopino@cftc.gov, Division 

of Swap Dealer and Intermediary 

Oversight, Commodity Futures Trading 

Commission, Three Lafayette Centre, 

1155 21st Street NW., Washington, DC 

20581. 

SUPPLEMENTARY INFORMATION: 

I. Background 

On September 11, 2012, the 

Commission published in the Federal 

Register final rules § 23.500 through 

§ 23.505 2 establishing requirements for 

the timely and accurate confirmation of 

swaps, the reconciliation and 

compression of swap portfolios, and 

documentation of swap trading 

relationships between swap dealers 

(‘‘SDs’’),3 major swap participants 

(‘‘MSPs’’),4 and their counterparties. 

These regulations were promulgated by 

the Commission pursuant to the 

authority granted under Sections 

4s(h)(1)(D), 4s(h)(3)(D), and 4s(i) of the 

Commodity Exchange Act (the ‘‘CEA’’),5


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