17416 Federal Register / Vol. 79, No. 60 / Friday, March 28, 2014 / Rules and Regulations 

(iii) If there is a separation or a crack on 

the bearing, measure the separation or the 

crack. If the separation or crack is greater 

than 5 mm (.196 inches) as indicated by 

dimension ‘‘L’’ and greater than 2 mm (.078 

inches) as indicated by dimension ‘‘P’’ in 

Figure 3 of Eurocopter Emergency Alert 

Service Bulletin (EASB) No. 05.00.71 or No. 

05.00.63, both Revision 2 and both dated 

December 19, 2012, as applicable to your 

model helicopter, before further flight, 

replace the bearing. 

(g) Credit for Actions Previously Completed 

Actions accomplished before the effective 

date of this AD in accordance with 

Emergency AD No. 2012–21–51, dated 

October 19, 2012, or AD No. 2012–25–04, 

Amendment 39–17285 (78 FR 24041, April 

24, 2013) are considered acceptable for 

compliance with the corresponding actions 

of this AD. 

(h) Special Flight Permits 

Special flight permits are prohibited. 

(i) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Safety Management 

Group, FAA, may approve AMOCs for this 

AD. Send your proposal to: Robert Grant, 

Aviation Safety Engineer, Safety Management 

Group, FAA, 2601 Meacham Blvd., Fort 

Worth, Texas 76137; telephone (817) 222– 

5328; email robert.grant@faa.gov. 

(2) For operations conducted under a 14 

CFR part 119 operating certificate or under 

14 CFR part 91, subpart K, we suggest that 

you notify your principal inspector, or 

lacking a principal inspector, the manager of 

the local flight standards district office or 

certificate holding district office, before 

operating any aircraft complying with this 

AD through an AMOC. 

(j) Additional Information 

(1) Eurocopter EASB No. 01.00.65 and No. 

01.00.24, both Revision 3 and both dated 

February 4, 2013, which are co-published as 

one document and which are not 

incorporated by reference, contain additional 

information about the subject of this AD. For 

this service information, contact Airbus 

Helicopters, Inc., 2701 N. Forum Drive, 

Grand Prairie, TX 75052; telephone (972) 

641–0000 or (800) 232–0323; fax (972) 641– 

3775; or at http://

www.airbushelicopters.com/techpub. You 

may review this service information at the 

FAA, Office of the Regional Counsel, 

Southwest Region, 2601 Meacham Blvd., 

Room 663, Fort Worth, Texas 76137. 

(2) The subject of this AD is addressed in 

European Aviation Safety Agency AD No. 

2013–0029, dated February 8, 2013, which 

can be found on the Internet at http://

www.regulations.gov in Docket number 

2013–0822. 

(k) Subject 

Joint Aircraft Service Component (JASC) 

Code: 6400: Tail Rotor. 

(l) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(i) Eurocopter Service Bulletin No. AS350– 

64.00.11, Revision 0, dated December 19, 

2012. 

(ii) Eurocopter Service Bulletin No. AS350– 

01.00.66, Revision 1, dated February 15, 

2013. 

(iii) Eurocopter Emergency Alert Service 

Bulletin No. 05.00.71, Revision 2, dated 

December 19, 2012. 

(iv) Eurocopter Emergency Alert Service 

Bulletin No. 05.00.63, Revision 2, dated 

December 19, 2012. 

Note 3 to paragraph (l)(2): Eurocopter 

Emergency Alert Service Bulletin No. 

05.00.71, Revision 2, dated December 19, 

2012, and Eurocopter Emergency Alert 

Service Bulletin No. 05.00.63, Revision 2, 

dated December 19, 2012, are co-published as 

one document along with Eurocopter 

Emergency Alert Service Bulletin No. 

05.00.46, Revision 2, dated December 19, 

2012, and Eurocopter Emergency Alert 

Service Bulletin No. 05.00.42, Revision 2, 

dated December 19, 2012, which are not 

incorporated by reference in this AD. 

(3) For Eurocopter service information 

identified in this AD, contact Airbus 

Helicopters, Inc., 2701 N. Forum Drive, 

Grand Prairie, TX 75052; telephone (972) 

641–0000 or (800) 232–0323; fax (972) 641– 

3775; or at http://

www.airbushelicopters.com/techpub. 

(4) You may view this service information 

at FAA, Office of the Regional Counsel, 

Southwest Region, 2601 Meacham Blvd., 

Room 663, Fort Worth, Texas 76137. For 

information on the availability of this 

material at the FAA, call (817) 222–5110. 

(5) You may view this service information 

that is incorporated by reference at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

(202) 741–6030, or go to: http://

www.archives.gov/federal-register/cfr/ibrlocations.html. 

Issued in Fort Worth, Texas, on February 

20, 2014. 

Lance T. Gant, 

Acting Directorate Manager, Rotorcraft 

Directorate, Aircraft Certification Service. 

[FR Doc. 2014–06769 Filed 3–27–14; 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; Amendment 

39–17723; AD 2013–26–14] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are superseding 

Airworthiness Directive (AD) 2008–08– 

04 for certain Airbus Model A318, 

A319, A320, and A321 series airplanes. 

AD 2008–08–04 required repetitive 

inspections for cracking in the forward 

lug of the support rib 5 fitting of the left 

and right main landing gear (MLG), and 

repair or replacement of any cracked 

MLG fitting if necessary. AD 2008–08– 

04 also required modification of the rib 

bushings of the left and right MLG, 

which ended the repetitive inspections. 

This new AD requires, for airplanes on 

which certain modifications or repairs 

have been done, repetitive inspections 

for cracks of the forward lug of each lefthand and right-hand MLG support rib 5 

fitting, and repair if necessary; and adds 

Model A318 series airplanes to the 

applicability. Replacement of an MLG 

support rib 5 fitting terminates the 

repetitive inspection requirements for 

the MLG support rib 5 fitting at that 

position. This AD was prompted by 

reports of cracks found in the forward 

lug of the MLG support rib 5 fitting. We 

are issuing this AD to prevent cracking 

in the forward lug of the MLG, which 

could result in failure of the lug and 

consequent collapse of the MLG during 

takeoff or landing. 

DATES: This AD becomes effective May 

2, 2014. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of May 2, 2014. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain other publication listed in 

this AD as of May 19, 2008 (73 FR 

19975, April 14, 2008). 

ADDRESSES: You may examine the AD 

docket on the Internet at http://

www.regulations.gov/

#!docketDetail;D=FAA-2011-1253; or in 

person at the U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 


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W12–140, 1200 New Jersey Avenue SE., 

Washington, DC. 

For 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.airwortheas@airbus.com; Internet http://

www.airbus.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. 

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: 

Discussion 

We issued a supplemental notice of 

proposed rulemaking (SNPRM) to 

amend 14 CFR part 39 to supersede AD 

2008–08–04, Amendment 39–15456 (73 

FR 19975, April 14, 2008). AD 2008–08– 

04 applied to certain Airbus Model 

A318, A319, A320, and A321 series 

airplanes. The SNPRM published in the 

Federal Register on October 3, 2012 (77 

FR 60325). We preceded the SNPRM 

with a notice of proposed rulemaking 

(NPRM) that published in the Federal 

Register on November 23, 2011 (76 FR 

72350). The NPRM proposed to 

continue to require repetitive 

inspections for cracking in the forward 

lug of the support rib 5 fitting of the left 

and right main landing gear (MLG), and 

repair or replacement of any cracked 

MLG fitting if necessary; and 

modification of the rib bushings of the 

left and right MLG, which ended the 

repetitive inspections. The NPRM also 

proposed to require, for airplanes on 

which certain modifications or repairs 

have been done, repetitive inspections 

for cracks of the forward lug of each lefthand and right-hand MLG support rib 5 

fitting, and repair if necessary; and to 

remove Model A318 series airplanes 

from the applicability. The NPRM was 

prompted by reports of cracks found in 

the forward lug of the MLG support rib 

5 fitting. The SNPRM proposed to revise 

the NPRM by adding Model A318 

airplanes and others to the applicability; 

and requiring repetitive detailed 

inspections for cracks of the MLG 

support 5 fitting, and repair of any 

cracks. We are issuing this AD to 

prevent cracking in the forward lug of 

the MLG, which could result in failure 

of the lug and consequent collapse of 

the MLG during takeoff or landing. 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued EASA 

Airworthiness Directive 2012–0032, 

dated February 24, 2012 (referred to 

after this as the Mandatory Continuing 

Airworthiness Information, or ‘‘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 [(http://

ad.easa.europa.eu/blob/easa_ad_2007_0213_

superseded.pdf/AD_2007–0213_1), 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 

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. 

To correct this potential unsafe condition, 

EASA issued AD 2011–0011 [(http://

ad.easa.europa.eu/blob/easa_ad_2011_0011_

superseded.pdf/AD_2011–0011_1), which 

corresponds to FAA AD 2012–15–17 (77 FR 

47273, August 8, 2012)], superseding EASA 

AD 2007–0213, to: 

—retain 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 

—require, 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, and 

—reduce the Applicability by deleting A318 

aeroplanes, as Airbus modification 32025 

is embodied in production on both lefthand (LH) and right-hand (RH) wings for 

all A318 aeroplanes. 

After that [EASA] AD was issued, three 

cases of corrosion of Rib 5 were discovered 

on aeroplanes on which Airbus modification 

32025 had been embodied in production. 

Investigations revealed that the unsafe 

condition addressed by [EASA] AD 2011– 

0011 could occur or develop on those 

aeroplanes as well. 

For the reasons described above, this 

[EASA] AD retains the requirements of EASA 

AD 2011–0011, which is superseded, extends 

the applicability to all aeroplanes, and 

requires for aeroplanes on which Airbus 

modification 32025 has been embodied in 

production, repetitive inspections of the 

MLG support Rib 5 fitting forward lugs and, 

depending on findings, the accomplishment 

of applicable corrective actions. 

The unsafe condition is cracking in the 

forward lug of the MLG, which could 

result in failure of the lug and 

consequent collapse of the MLG during 

takeoff or landing. You may examine the 

MCAI in the AD docket on the Internet 

at http://www.regulations.gov/

#!documentDetail;D=FAA-2011-1253- 

0002. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

considered the comments received. 

Support for the SNPRM (77 FR 60325, 

October 3, 2012) 

United Airlines (UAL) stated that it 

generally agrees with the intent of the 

SNPRM (77 FR 60325, October 3, 2012). 

US Airways (AWE) stated that it 

agrees with the need to add the postmodification inspections, because the 

mandated bushing modification has not 

proven to be an effective permanent 

corrective action. AWE also stated that 

it agrees with the method and frequency 

of these additional inspections. 

Request To Extend Compliance Time 

UAL requested that we extend the 

compliance time specified in paragraph 

(n)(2) of the SNPRM (77 FR 60325, 

October 3, 2012) from within 2,000 

flight cycles after accomplishing the 

modification or within 250 flight cycles 

after the effective date of the AD, 

without exceeding 3 months after the 

effective date of the AD, whichever 

occurs later. UAL requested that the 

compliance time be changed to within 

500 flight cycles after the effective date 

of the AD or within 6 months after the 

effective date of the AD, whichever 

occurs later. UAL stated that the 

majority of its Model A319 and A320 

series airplanes have accumulated more 

than 2,000 flight cycles since 


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accomplishing the modification. UAL 

stated that it is requesting this change in 

order to ‘‘reduce the impact due to the 

special routing required for the 

inspection,’’ possible MLG removal for 

repair/replacement of MLG support rib 

5 fitting, and a large demand on manpower. UAL stated that extending the 

compliance time will allow it to perform 

the required inspection at a more 

suitable maintenance opportunity. 

We do not agree with the commenter’s 

request to extend the compliance time 

in paragraph (n)(2) of this AD. The 

commenter did not provide technical 

justification for extending the 

compliance time. The compliance time 

for the actions specified in paragraph 

(n)(2) in this AD was developed after 

conducting a risk assessment and 

analyzing the impact on operators. In 

consideration of these factors, we 

determined that the compliance times, 

as proposed, represent an appropriate 

interval in which to conduct the 

inspection after the modification within 

the fleet, while still maintaining an 

adequate level of safety. However, under 

the provisions of paragraph (u) of this 

AD, we might approve requests for 

adjustments to the compliance time if 

data are submitted to substantiate that 

such an adjustment would provide an 

acceptable level of safety. We have not 

changed this final rule in this regard. 

Requests To Include Revised Service 

Information 

Airbus and AWE requested that we 

add Airbus Mandatory Service Bulletin 

A320–57–1118, Revision 05, dated July 

23, 2012, to paragraph (m) of the 

SNPRM (77 FR 60325, October 3, 2012). 

Airbus also requested that we add 

Airbus Service Bulletin A320–57–1118, 

Revision 03, dated April 23, 2007; and 

Revision 04, dated June 4, 2008; to 

paragraph (t)(5) of the SNPRM. AWE 

stated that adding Airbus Mandatory 

Service Bulletin A320–57–1118, 

Revision 05, dated July 23, 2012, as 

authorized instructions for modification 

work would reduce alternative method 

of compliance coordination. 

We partially agree with the 

commenters’ requests. Airbus 

Mandatory Service Bulletin A320–57– 

1118, Revision 05, dated July 23, 2012, 

states that ‘‘no additional work is 

required by this revision for airplanes 

modified by any previous issue.’’ 

However, this service bulletin revision 

adds a liquid penetrant inspection. We 

have added Airbus Mandatory Service 

Bulletin A320–57–1118, Revision 05, 

dated July 23, 2012, in paragraph (m) of 

this final rule as an appropriate source 

of service information, and specified 

that the liquid penetrant inspection 

specified in this service information is 

not required by this AD. We have added 

paragraphs (t)(5)(iv) and (t)(5)(v) to this 

final rule to provide credit for certain 

actions accomplished before May 19, 

2008 (the effective date of AD 2008–08– 

04, Amendment 39–15456 (73 FR 

19975, April 18, 2008)), using Airbus 

Service Bulletin A320–57–1118, 

Revision 03, dated April 23, 2007; or 

Revision 04, dated June 4, 2008. 

Requests To Change Certain Document 

References 

AWE requested we revise the service 

bulletin reference in the Relevant 

Service Information section of the 

SNPRM from ‘‘A320–75–1168’’ to 

‘‘A320–57–1168.’’ Airbus requested that 

we correct references to Airbus Repair 

Drawings ‘‘R57258209’’ and 

‘‘R57245019’’ in paragraph (g)(3) of the 

SNPRM to Airbus Repair Drawing 

‘‘R572–58209’’ and ‘‘R572–45019,’’ 

respectively. Airbus also requested that 

we amend paragraph (h)(2) of the 

SNPRM (77 FR 60325, October 3, 2012) 

to refer to ‘‘NTM task 57–29–03–270– 

801–A–01 for A318/A319/A320 and 

NTM task 57–29–04–270–801–A–01 for 

A321 [series airplanes].’’ 

We agree with the commenters’ 

requests. The Relevant Service 

Information section of the SNPRM 

referenced by AWE is not restated in 

this final rule; therefore, no change to 

this final rule is needed in this regard. 

The content of paragraph (g)(3) of the 

SNPRM (77 FR 60325, October 3, 2012) 

referenced by Airbus was located in 

paragraph (j)(3) of the SNPRM, not in 

paragraph (g)(3) of the SNPRM, as the 

commenter specified. We have revised 

paragraphs (h)(2) and (j)(3) of this final 

rule accordingly. 

Request To Include Repair Drawing 

AWE requested that we include 

Airbus Repair Drawing R572–48341 in 

paragraph (g)(2) of the SNPRM (77 FR 

60325, October 3, 2012). AWE stated 

that this drawing is the current and 

most advanced version of the repair 

scheme for corrosion and crack findings, 

and that Airbus issues this drawing 

when operators request repair design 

data. AWE also stated that there are still 

some issues with the details of this 

repair drawing, but it has collected 

comments and submitted them to 

Airbus for incorporation. AWE also 

noted that Airbus drawing number 

‘‘R572481’’ cited (by a different 

commenter) under ‘‘Request to 

Reference a Repair Drawing’’ in the 

preamble of the SNPRM (77 FR 60325, 

October 3, 2012) should be ‘‘R572– 

48341.’’ 

We disagree with the commenter’s 

request. The commenter did not provide 

specific data to substantiate that 

airplanes repaired with Airbus Repair 

Drawing R572–48341 would be 

applicable to the MLG support rib 5 

fitting configuration. The commenter 

also did not provide justification for 

including a document with potential 

errors. However, according to the 

provisions of paragraph (u) of this AD, 

we might approve requests to include 

airplanes repaired by Airbus Repair 

Drawing R572–48341 as an appropriate 

action for the MLG support rib 5 fitting 

repair specified in paragraph (j)(2) of 

this AD. We have not changed this final 

rule in this regard. 

Additional Changes Made to This Final 

Rule 

We have converted table 1 to 

paragraph (k) of the SNPRM (77 FR 

60325, October 3, 2012) to the text given 

in paragraphs (k)(1) and (k)(2) of this 

final rule for formatting purposes only. 

We have also revised table 2 to 

paragraph (r)(4) of the SNPRM (77 FR 

60325, October 3, 2012) to figure 1 to 

paragraph (r)(4) of this AD for 

formatting purposes only. 

We have revised the citation of the 

service information referenced in 

paragraph (t)(2) of the SNPRM (77 FR 

60325, October 3, 2012) and moved the 

service information into new paragraphs 

(t)(2)(i) and (t)(2)(ii) of this AD. The 

documents have not changed. 

Conclusion 

We reviewed the available data, 

including the comments received, and 

determined that air safety and the 

public interest require adopting this AD 

with the changes described previously 

and minor editorial changes. We have 

determined that these changes: 

• Are consistent with the intent that 

was proposed in the SNPRM (77 FR 

60325, October 3, 2012) for correcting 

the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the SNPRM (77 FR 60325, 

October 3, 2012). 

Differences Between This AD and the 

MCAI or Service Information 

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. 

• Airbus Mandatory Service Bulletin 

A320–57–1118, Revision 05, dated July 


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23, 2012, describes a liquid penetrant 

inspection. This AD does not require 

that inspection. 

Costs of Compliance 

We estimate that this AD will 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 AD take about 73 work-hours per 

product, at an average labor rate of $85 

per work-hour. Required parts cost 

about $3,860 per product. Based on 

these figures, the estimated cost of the 

currently required actions is $10,065 per 

product. 

We estimate that it will take about 3 

work-hours per product to comply with 

the new basic requirements of this AD. 

The average labor rate is $85 per workhour. Based on these figures, we 

estimate the cost of this AD to the 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 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 AD will not 

have federalism implications under 

Executive Order 13132. This AD will 

not have a substantial direct effect on 

the States, on the relationship between 

the national government and the States, 

or on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

2. 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. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov/

#!docketDetail;D=FAA-2011-1253; 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 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. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 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 airworthiness directive (AD) 

2008–08–04, Amendment 39–15456 (73 

FR 19975, April 14, 2008), and adding 

the following new AD: 

2013–26–14 Airbus: Amendment 39–17723. 

Docket No. FAA–2011–1253; Directorate 

Identifier 2011–NM–079–AD. 

(a) Effective Date 

This airworthiness directive (AD) becomes 

effective May 2, 2014. 

(b) Affected ADs 

This AD supersedes AD 2008–08–04, 

Amendment 39–15456 (73 FR 19975, April 

14, 2008). 

(c) Applicability 

This AD applies to Airbus Model A318– 

111, A318–112, A318–121, A318–122, 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, all manufacturer 

serial numbers. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 57, Wings. 

(e) Reason 

This AD was prompted by reports of cracks 

found in the forward lug of the main landing 

gear (MLG) support rib 5 fitting. We are 

issuing this AD to prevent cracking in the 

forward lug of the MLG, which could result 

in failure of the lug and consequent collapse 

of the MLG during takeoff or landing. 

(f) Compliance 

You are responsible for having the actions 

required by this AD performed within the 

compliance times specified, unless the 

actions have already been done. 

(g) Retained Repetitive Detailed Inspections 

With Changes 

This paragraph restates the requirements of 

paragraph (f) of AD 2008–08–04, Amendment 

39–15456 (73 FR 19975, April 14, 2008), with 

changes. Except for airplanes on which 

Airbus modification 32025 has been 

accomplished in production, 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 the 

Manager, International Branch, ANM–116, 

Transport Airplane Directorate, FAA, or the 

European Aviation Safety Agency (EASA) (or 

its delegated agent). 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), the 

repetitive inspections required by paragraph 

(k) of this AD must be accomplished in lieu 

of the repetitive inspections required by this 

paragraph. 

(h) Retained Optional Inspection Method 

With Revised Service Information 

This paragraph restates the provisions of 

paragraph (g) of AD 2008–08–04, 

Amendment 39–15456 (73 FR 19975, April 

14, 2008), with revised service information. 

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 an applicable method 

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

AD, is an acceptable alternative method of 

compliance for the initial and repetitive 

inspections required by paragraph (g) of this 

AD. 

(1) In accordance with a method approved 

by the Manager, International Branch, ANM– 

116, or the EASA (or its delegated agent). 

(2) In accordance with Task 57–29–03– 

270–801–A–01, Gear Rib Forward Lug 

Attachment for the Main Gear Before 

Modification 32025J2211, of Subject 57–29– 

03, Inspection of the Gear Rib Forward and 


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17420 Federal Register / Vol. 79, No. 60 / Friday, March 28, 2014 / Rules and Regulations 

Aft Lug Attachment for the Main Gear (for 

Model A318, A319, and A320 series 

airplanes); or Task 57–29–04–270–801–A–01, 

Gear Rib Forward Lug Attachment for the 

Main Gear Before Modification 32025J2211, 

of Subject 57–29–04, Inspection of the Gear 

Rib Forward and Aft Lug Attachment for the 

Main Gear (for Model A321 series airplanes); 

both of Chapter 57, Wings, of the Airbus 

A318/A319/A320/A321 Nondestructive 

Testing Manual, Revision 89, dated August 1, 

2011. 

(i) Retained Optional Terminating Action 

With Changes 

This paragraph restates the provisions of 

paragraph (h) of AD 2008–08–04, 

Amendment 39–15456 (73 FR 19975, April 

14, 2008), with changes. 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), constitutes 

terminating action for the requirements of 

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

(j) New Referenced Conditions With Revised 

Affected Airplanes 

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 specified in Airbus 

Mandatory Service Bulletin A320–57–1118 

has been done. 

(2) Airplanes on which a repair of the MLG 

support rib 5 fitting, as specified in 

paragraph 5.C. of Subsection 57–26–13, 

Attachments—Main Landing Gear, of the 

Airbus A319 Structural Repair Manual 

(SRM), Revision November 1, 2004; 

paragraph 5.D. of Subsection 57–26–13, 

Attachments—Main Landing Gear, of the 

Airbus A320 SRM, Revision November 1, 

2004; or paragraph 5.D. of Subsection 57–26– 

13, Attachments—Main Landing Gear, of the 

Airbus A321 SRM, Revision February 1, 

2005; as applicable; has been done. 

(3) Airplanes on which replacement in 

service of the MLG support rib 5 specified in 

Airbus Repair Instruction R572–58507 and 

Airbus Repair Drawing R572–58209, or 

Airbus Repair Instruction R572–45020 and 

Airbus Repair Drawing R572–45019, as 

applicable, has been done. 

(k) Retained Repetitive Inspections With 

Changes 

This paragraph restates the requirements of 

paragraph (i) of AD 2008–08–04, Amendment 

39–15456 (73 FR 19975, April 14, 2008), with 

changes. For airplanes on which none of the 

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

and (j)(3) of this AD have been done, except 

for airplanes on which Airbus modification 

32025 has been accomplished: At the 

applicable time specified in paragraphs (k)(1) 

and (k)(2) 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 paragraphs 

(k)(1) and (k)(2) 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. 

(1) For Model A318, A319, and A320 

airplanes, inspect at the applicable times 

specified in paragraphs (k)(1)(i) and (k)(1)(ii) 

of this AD. 

(i) 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. Repeat the inspection thereafter 

at intervals not to exceed 150 flight cycles 

after a visual inspection. 

(ii) 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. Repeat the inspection 

thereafter at intervals not to exceed 940 flight 

cycles after an ultrasonic inspection. 

(2) For Model A321 airplanes, inspect at 

the applicable times specified in paragraphs 

(k)(2)(i) and (k)(2)(ii) of this AD. 

(i) 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. Repeat the inspection thereafter 

at intervals not to exceed 100 flight cycles 

after a visual inspection. 

(ii) 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. Repeat the inspection 

thereafter at intervals not to exceed 630 flight 

cycles after an ultrasonic inspection. 

(l) Retained Corrective Action 

This paragraph restates the requirements of 

paragraph (j) of AD 2008–08–04, Amendment 

39–15456 (73 FR 19975, April 14, 2008). 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, in accordance with a method 

approved by the Manager, International 

Branch, ANM–116, or the EASA (or its 

delegated agent). 

(m) Retained Rib Bushing Modification With 

Revised Service Information 

This paragraph restates the requirements of 

paragraph (k) of AD 2008–08–04, 

Amendment 39–15456 (73 FR 19975, April 

14, 2008), with revised service information. 

Except for airplanes on which the actions 

specified in paragraph (j)(1) or (j)(3) of this 

AD have been done, and except for airplanes 

on which Airbus modification 32025 have 

been done: Within 60 months after May 19, 

2008 (the effective date of AD 2008–08–04), 

modify the rib bushings of the left and right 

MLG, by accomplishing all of the applicable 

actions specified in the Accomplishment 

Instructions of Airbus Mandatory Service 

Bulletin A320–57–1118, Revision 05, dated 

July 23, 2012, except that the liquid 

penetrant inspection specified in this service 

information is not required by this AD. 

Accomplishing this modification terminates 

the requirements of paragraphs (g) and (k) of 

this AD, and then the requirements of 

paragraph (n) of this AD must be done. 

(n) New Post-Modification/Post-Repair 

Inspections 

For airplanes on which the actions 

specified in paragraph (j)(1), (j)(2), or (m) of 

this AD have been done: At the later of the 

times specified in paragraphs (n)(1) and 

(n)(2) of this AD, do a detailed inspection for 

cracks of the forward lug of each left-hand 

and right-hand MLG support rib 5 fitting, in 

accordance with the Accomplishment 

Instructions of Airbus Mandatory Service 

Bulletin A320–57A1166, Revision 01, dated 

October 19, 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. 

(o) New Repair of Cracking Found During 

Post-Modification/Post-Repair 

If any crack is detected during any 

inspection required by paragraph (n) of this 

AD: Before further flight, repair using a 

method approved by either the Manager, 

International Branch, ANM–116, FAA, or the 

EASA (or its delegated agent). 

(p) New Optional Terminating Action 

Replacement of a MLG support rib 5 fitting 

at any position (left-hand or right-hand), as 

specified in paragraph (j)(3) of this AD, 

terminates the requirements of paragraphs (k) 

and (n) of this AD for the MLG support rib 

5 fitting at that position. 

(q) New Repetitive Detailed Inspection for 

Certain Airplanes 

For airplanes on which the actions 

specified in paragraph (j)(3) of this AD have 

been done: Within 60 months after the 

replacement or within 500 flight cycles after 

the effective date of this AD, whichever 

occurs later, do a detailed inspection of the 

forward lug of each left-hand and right-hand 

MLG support rib 5 fitting that has been 

replaced, in accordance with the 

Accomplishment Instructions of Airbus 

Mandatory Service Bulletin A320–57A1166, 

Revision 01, dated October 19, 2011. Repeat 

the inspection thereafter at intervals not to 

exceed 500 flight cycles. 

(r) New Repetitive Inspections for Airplanes 

With Airbus Modification 32025 

For airplanes on which Airbus 

modification 32025 has been done: At the 

applicable time specified in paragraph (r)(1) 

(r)(2), (r)(3), or (r)(4) of this AD, do a detailed 

inspection for cracks of the forward lug of 

each left-hand and right-hand MLG support 

rib 5 fitting, in accordance with the 

Accomplishment Instructions of Airbus 

Service Bulletin A320–57–1168, dated 

November 7, 2011. Repeat the inspection 


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thereafter at intervals not to exceed 500 flight 

cycles. 

(1) For airplanes on which the MLG 

support rib 5 has not been modified or 

repaired since the first flight of the airplane 

as of the effective date of this AD: Within 60 

months after the first flight of the airplane, 

or within 500 flight cycles after the effective 

date of this AD, whichever occurs later. 

(2) For airplanes on which the MLG 

support rib 5 has been replaced as specified 

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

effective date of this AD: Within 60 months 

after the replacement of the MLG support rib 

5, or within 500 flight cycles after the 

effective date of this AD, whichever occurs 

later. 

(3) For airplanes on which the MLG 

support rib 5 has been repaired according to 

the SRM or a repair approval sheet as of the 

effective date of this AD: At the later of the 

times specified in paragraph (r)(3)(i) or 

(r)(3)(ii) of this AD. 

(i) Within 2,000 flight cycles after the 

repair. 

(ii) Within 250 flight cycles or 3 months 

after the effective date of this AD, whichever 

occurs first. 

(4) For airplanes having a manufacturer 

serial number (S/N) listed in figure 1 to 

paragraph (r)(4) of this AD, and on which the 

MLG support rib 5 has been inspected before 

the effective date of this AD according to 

specific Airbus repair instructions or 

technical disposition: At the later of the 

times specified in paragraph (r)(4)(i) or 

(r)(4)(ii) of this AD. 

FIGURE 1 TO PARAGRAPH (r)(4) OF

THIS AD 

[Manufacturer serial number (S/N)] 

S/N— 

1965 2056 2155 

2274 2278 2288 

2321 2478 2586 

2588 2612 2672 

2688 2707 2929 

2942 3089 3117 

3361 3427 3486 

3489 3806 3891 

3937 4243 4345 

(i) Within 2,000 flight cycles after the last 

inspection done using specific Airbus repair 

instructions or a technical disposition, or 

within 60 months since first flight of the 

airplane, whichever occurs later. 

(ii) Within 250 flight cycles or 3 months 

after the effective date of this AD, whichever 

occurs first. 

(s) New Repair of Cracking 

If any crack is detected during any 

inspection required by paragraph (q) or (r) of 

this AD: Before further flight, repair using a 

method approved by either the Manager, 

International Branch, ANM–116, FAA, or the 

EASA (or its delegated agent). 

(t) Credit for Previous Actions 

(1) This paragraph provides credit for the 

actions required by paragraph (g) of this AD, 

if those actions were performed before the 

effective date of this AD using Chapter 51– 

90–00 of the Airbus A318/A319/A320/A321 

Nondestructive Testing Manual, Revision 

February 1, 2003, which is not incorporated 

by reference in this AD. 

(2) This paragraph provides credit for the 

actions required by paragraph (h) of this AD, 

if those actions were performed before the 

effective date of this AD using the service 

information specified in paragraph (t)(2)(i) or 

(t)(2)(ii) of this AD. 

(i) Chapter 57–29–03 of the Airbus A318/ 

A319/A320/A321 Nondestructive Testing 

Manual, Revision February 1, 2005 (for 

Model A318, A319, and A320 airplanes), 

which is not incorporated by reference in this 

AD. 

(ii) Chapter 57–29–04 of the Airbus A318/ 

A319/A320/A321 Nondestructive Testing 

Manual, Revision May 1, 2005 (for Model 

A321 airplanes), which is not incorporated 

by reference in this AD. 

(3) This paragraph provides credit for the 

actions specified in paragraph (i) of this AD, 

if those actions were performed before the 

effective date of this AD using the applicable 

service information specified in paragraph 

(t)(3)(i), (t)(3)(ii), or (t)(3)(iii) of this AD. 

(i) Paragraph 5.C. of Chapter 57–26–13, 

Attachments—Main Landing Gear, of the 

Airbus A319 SRM, Revision November 1, 

2004, which is not incorporated by reference 

in this AD. 

(ii) Paragraph 5.D. of Chapter 57–26–13, 

Attachments—Main Landing Gear, of the 

Airbus A320 SRM, Revision November 1, 

2004, which is not incorporated by reference 

in this AD. 

(iii) Paragraph 5.D. of Chapter 57–26–13, 

Attachments—Main Landing Gear, of the 

Airbus A321 SRM, Revision February 1, 

2005, which is not incorporated by reference 

in this AD. 

(4) This paragraph provides credit for the 

inspections required by paragraphs (n) and 

(r) of this AD, if the inspections were 

performed before the effective date of this AD 

using Airbus Service Bulletin A320– 

57A1166, dated January 12, 2011, which is 

not incorporated by reference in this AD. 

(5) This paragraph provides credit for the 

modification required by paragraph (m) of 

this AD, if the modification was performed 

before May 19, 2008 (the effective date of AD 

2008–08–04, Amendment 39–15456 (73 FR 

19975, April 14, 2008), using the service 

information identified in paragraph (t)(5)(i), 

(t)(5)(ii), (t)(5)(iii), (t)(5)(iv), or (t)(5)(v) of this 

AD. 

(i) Airbus Service Bulletin A320–57–1118, 

dated September 5, 2002, which is not 

incorporated by reference in this AD. 

(ii) Airbus Service Bulletin A320–57–1118, 

Revision 01, dated August 28, 2003, which 

is not incorporated by reference in this AD. 

(iii) Airbus Service Bulletin A320–57–1118, 

Revision 02, dated August 2, 2006, which 

is not incorporated by reference in this AD. 

(iv) Airbus Service Bulletin A320–57–1118, 

Revision 03, dated April 23, 2007, which 

is not incorporated by reference in this AD. 

(v) Airbus Mandatory Service Bulletin A320– 

57–1118, Revision 04, dated June 4, 2008, 

which is not incorporated by reference in 

this AD. 

(u) 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. 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 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. 

(v) Related Information 

(1) Refer to Mandatory Continuing 

Airworthiness Information (MCAI) EASA 

Airworthiness Directive 2012–0032, dated 

February 24, 2012, for related information. 

You may examine the MCAI in the AD 

docket on the Internet at http:// 

www.regulations.gov/ 

#!documentDetail;D=FAA-2011-1253-0002. 

(2) Service information identified in this 

AD that is not incorporated by reference in 

this AD may be obtained at the addresses 

specified in paragraphs (w)(5) and (w)(6) of 

this AD. 

(w) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use the following service 

information to do the actions required by this 

AD, unless the AD specifies otherwise. 

(3) The following service information was 

approved for IBR on May 2, 2014. 

(i) Airbus Mandatory Service Bulletin A320– 

57–1118, Revision 05, dated July 23, 2012. 

(ii) Airbus Mandatory Service Bulletin A320– 

57A1166, Revision 01, dated October 19, 

2011. 

(iii) Airbus Service Bulletin A320–57–1168, 

dated November 7, 2011. 


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(iv) Task 57–29–03–270–801–A–01, Gear Rib 

Forward Lug Attachment for the Main Gear 

Before Modification 32025J2211, of Subject 

57–29–03, 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. 

(v) Task 57–29–04–270–801–A–01, Gear Rib 

Forward Lug Attachment for the Main Gear 

Before Modification 32025J2211, of Subject 

57–29–04, 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. 

(4) The following service information was 

approved for IBR on May 19, 2008 (73 FR 

19975, April 14, 2008): 

(i) Airbus Service Bulletin A320–57–1138, 

Revision 01, dated October 27, 2006. 

(ii) Reserved. 

(5) 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.airwortheas@airbus.com; Internet http:// 

www.airbus.com. 

(6) 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. 

(7) You may view this service information 

that is incorporated by reference at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

202–741–6030, or go to: http:// 

www.archives.gov/federal-register/cfr/ibrlocations.html. 

Issued in Renton, Washington, on 

December 26, 2013. 

John P. Piccola, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2014–04954 Filed 3–27–14; 8:45 am] 

BILLING CODE 4910–13–P 

CONSUMER PRODUCT SAFETY 

COMMISSION 

16 CFR Parts 1112 and 1226 

[Docket No. CPSC–2013–0014] 

Safety Standard for Soft Infant and 

Toddler Carriers 

AGENCY: Consumer Product Safety 

Commission. 

ACTION: Final rule. 

SUMMARY: The Danny Keysar Child 

Product Safety Notification Act, section 

104 of the Consumer Product Safety 

Improvement Act of 2008 (CPSIA), 

requires the United States Consumer 

Product Safety Commission 

(Commission, CPSC, or we) to 

promulgate consumer product safety 

standards for durable infant or toddler 

products. Durable infant and toddler 

standards must be ‘‘substantially the 

same as’’ applicable voluntary standards 

or more stringent than the voluntary 

standard if the Commission concludes 

that more stringent requirements would 

further reduce the risk of injury 

associated with the product. The 

Commission is issuing this final rule 

establishing a safety standard for soft 

infant and toddler carriers in response 

to the direction under section 104(b) of 

the CPSIA. 

DATES: The rule will become effective 

September 29, 2014 and apply to 

product manufactured or imported on or 

after that date. The incorporation by 

reference of the publication listed in 

this rule is approved by the Director of 

the Federal Register as of September 29, 

2014. 

FOR FURTHER INFORMATION CONTACT: Julio 

A. Alvarado, Office of Compliance and 

Field Operations, Consumer Product 

Safety Commission, 4330 East West 

Highway, Bethesda, MD 20814; 

telephone: 301–504–7418; email: 

jalvarado@cpsc.gov. 

SUPPLEMENTARY INFORMATION: 

I. Background and Statutory Authority 

The Consumer Product Safety 

Improvement Act of 2008 (CPSIA, Pub 

L. 110–314) was enacted on August 14, 

2008. Section 104(b) of the CPSIA, part 

of the Danny Keysar Child Product 

Safety Notification Act, requires the 

Commission to: (1) Examine and assess 

the effectiveness of voluntary consumer 

product safety standards for durable 

infant or toddler products, in 

consultation with representatives of 

consumer groups, juvenile product 

manufacturers, and independent child 

product engineers and experts; and (2) 

promulgate consumer product safety 

standards for durable infant and toddler 

products. Durable infant and toddler 

standards must be ‘‘substantially the 

same as’’ applicable voluntary standards 

or more stringent than the voluntary 

standard if the Commission concludes 

that more stringent requirements would 

further reduce the risk of injury 

associated with the product. 

The term ‘‘durable infant or toddler 

product’’ is defined in section 104(f)(1) 

of the CPSIA as ‘‘a durable product 

intended for use, or that may be 

reasonably expected to be used, by 

children under the age of 5 years.’’ 

Section 104(f)(2)(H) of the CPSIA 

specifically identifies ‘‘infant carriers’’ 

as durable infant or toddler products. 

The Commission has identified at least 

four types of products that fall within 

the product category of ‘‘infant 

carriers,’’ including: Frame backpack 

carriers, hand-held infant carriers, 

slings, and soft infant and toddler 

carriers. 

On April 5, 2013, the Commission 

issued a notice of proposed rulemaking 

(NPR) for soft infant and toddler 

carriers. 78 FR 20511. The NPR 

proposed to adopt as a mandatory 

standard the current voluntary standard 

for soft infant and toddler carriers, 

ASTM F2236–13, ‘‘Standard Consumer 

Safety Specification for Soft Infant and 

Toddler Carriers’’ (ASTM F2236–13), 

without alteration. 

The Commission is issuing a final 

mandatory safety standard for soft infant 

and toddler carriers. Pursuant to section 

104(b)(1)(A) of the CPSIA, the 

Commission consulted with 

manufacturers, retailers, trade 

organizations, laboratories, consumer 

advocacy groups, consultants, and 

members of the public to develop this 

standard, largely through the ASTM 

process. After publication of the NPR, 

ASTM approved two revised versions of 

F2236–13, F2236–13a, on November 1, 

2013, and F2236–14, on January 1, 2014. 

The revisions included in ASTM 

F2236–14 clarify several issues raised in 

the comments received on the NPR. 

Furthermore, the Commission finds that 

the revisions included in ASTM F2236– 

14 adequately address the comments 

received on the NPR. Section V of the 

preamble below discusses clarifying 

changes to the standard. The final rule 

for soft infant and toddler carriers 

incorporates ASTM F2236–14, by 

reference, without alteration. 

II. Product Description 

A. Definition of a Soft Infant and 

Toddler Carrier 

ASTM F2236–14 defines a ‘‘soft infant 

and toddler carrier’’ as ‘‘a product, 

normally of sewn fabric construction, 

which is designed to contain a full term 

infant to a toddler, generally in an 

upright position, in close proximity to 

the caregiver.’’ Additionally, soft infant 

and toddler carriers are generally 

designed to carry a child ‘‘between 7 

and 45 pounds.’’ ASTM F2236–14 

explains that soft infant and toddler 

carriers are ‘‘normally ‘worn’ by the 

caregiver with a child positioned in the 

carrier and the weight of the child and 

carrier suspended from one or both 

shoulders of the caregiver. These 

products may be worn on the front, side, 

or back of the caregiver’s body, with the 

infant either facing towards or away 

from the caregiver.’’ Typically, children 


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