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alternative methods of compliance (AMOC) 

in accordance with the procedures specified 

in paragraph (j)(1) of this AD. 

(i) Terminating Action for Certain ADs 

Accomplishing the actions required by 

paragraph (g) of this AD terminates the 

requirements of AD 2012–02–18, 

Amendment 39–16941 (77 FR 12175, 

February 29, 2012); and AD 2010–26–05, 

Amendment 39–16544 (75 FR 79952, 

December 21, 2010); for the DASSAULT 

AVIATION Model MYSTERE–FALCON 50 

airplanes specified in those ADs. 

(j) 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: 

Tom Rodriguez, Aerospace Engineer, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA, 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

telephone (425) 227–1137; 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) 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 assure the product is airworthy before it 

is returned to service. 

(k) Related Information 

(1) Refer to MCAI European Aviation 

Safety Agency Airworthiness Directive 2011– 

0246, dated December 22, 2011; and Section 

05–40/00, Airworthiness Limitations, of 

Chapter 5–40, Airworthiness Limitations, of 

the Dassault Falcon 50/50EX Maintenance 

Manual, Revision 21, dated June 21, 2011; for 

related information. 

(2) For service information identified in 

this AD, contact Dassault Falcon Jet, P.O. Box 

2000, South Hackensack, New Jersey 07606; 

telephone 201–440–6700; Internet http:// 

www.dassaultfalcon.com. You may review 

copies of the 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. 

Issued in Renton, Washington, on 

September 26, 2012. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2012–24392 Filed 10–2–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–1253; Directorate 

Identifier 2011–NM–079–AD] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Supplemental notice of 

proposed rulemaking (NPRM); 

reopening of comment period. 

SUMMARY: We are revising an earlier 

proposed airworthiness directive (AD) 

that would supersede an existing AD for 

certain Airbus Model A318, A319, 

A320, and A321 series airplanes. For 

certain airplanes, that NPRM proposed 

repetitive inspections for cracks of the 

forward lug of each main landing gear 

(MLG) support rib 5 fitting and repair if 

necessary; and removing Model 318 

airplanes from the applicability. That 

NPRM was prompted by reports of 

cracks found in the forward lug of the 

MLG support rib 5 fitting. This action 

revises that 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 proposing 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. 

Since these actions impose an 

additional burden over that 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 proposed AD by November 19, 

2012. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: (202) 493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC, between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this proposed AD, contact Airbus, 

Airworthiness Office—EAS, 1 Rond 

Point Maurice Bellonte, 31707 Blagnac 

Cedex, France; telephone +33 5 61 93 36 

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

account.airworth-eas@airbus.com; 

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

may review copies of the referenced 

service information at the FAA, 

Transport Airplane Directorate, 1601 

Lind Avenue SW., Renton, 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; or in person at the 

Docket Operations office between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Operations 

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

the ADDRESSES section. Comments will 

be available in the AD docket shortly 

after receipt. 

FOR FURTHER INFORMATION CONTACT: 

Sanjay Ralhan, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue SW., Renton, 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–2011–1253; Directorate Identifier 

2011–NM–079–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD based on those comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 


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will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

We proposed to amend 14 CFR part 

39 with an earlier NPRM for the 

specified products, which was 

published in the Federal Register on 

November 23, 2011 (76 FR 72350). That 

earlier NPRM proposed to supersede AD 

2008–08–04, Amendment 39–15456 (73 

FR 19975, April 14, 2008), which 

superseded AD 2006–11–04, 

Amendment 39–14608 (71 FR 29578, 

May 23, 2006), to require actions 

intended to address the unsafe 

condition for the products listed above. 

Since that NPRM (76 FR 72350, 

November 23, 2011) was issued, new 

service information has been issued that 

specifies additional actions that are 

necessary to address the identified 

unsafe condition. We have also 

determined that repetitive detailed 

inspections for cracks of the MLG 

support rib 5 fitting, and repair of any 

cracks found, must be required for 

Model A318 airplanes and airplanes on 

which Airbus modification 32025 has 

been embodied in production. 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 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 [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, [which 

corresponds to FAA NPRM 2011–NM–179– 

AD (76 FR 72350, November 23, 2011)] 

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 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 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 obtain 

further information by examining the 

MCAI in the AD docket. 

Relevant Service Information 

Airbus has issued Mandatory Service 

Bulletin A320–57A1166, Revision 01, 

dated October 19, 2011; and Service 

Bulletin A320–75–1168, dated 

November 7, 2011. The actions 

described in this service information are 

intended to correct the unsafe condition 

identified in the MCAI. 

Comments 

We have considered the following 

comments received on the earlier NPRM 

(76 FR 72350, November 23, 2011). 

Agreement With the Intent of the NPRM 

(76 FR 72350, November 23, 2011) 

United Airlines (United) stated that it 

generally agrees with the intent of the 

NPRM (76 FR 72350, November 23, 

2011). 

Agreement With Post-Modification 

Inspections 

US Airways stated it agrees with the 

post-modification inspections in the 

NPRM (76 FR 72350, November 23, 

2011). 

Support for the NPRM (76 FR 72350, 

November 23, 2011) 

Donjeta Dervisholli stated that the 

NPRM (76 FR 72350, November 23, 

2011) should ‘‘be passed’’ because it 

will make flights safer and it will also 

get things up to code. The commenter 

also stated that adopting the AD will 

help create jobs for the economy as well, 

and will help stabilize the economy and 

make money. The commenter 

concluded that this regulation needs ‘‘to 

pass’’ to make sure that cracking will 

not happen again and there will be no 

more damage. 

Request To Delay Publication of Rule 

Airbus requested that we postpone 

issuing the final rule to ‘‘be in line with 

the forthcoming EASA AD,’’ or that we 

issue the final rule with caution notes. 

Airbus stated it is currently in the 

process with EASA of issuing a new AD 

to extend the inspection program to all 

Airbus Model A318, A319, A320, and 

A321 airplanes, and that Airbus 

modification 32025 will no longer be 

considered a terminating action in the 

forthcoming EASA AD. 

We agree with postponing the final 

rule and, instead, will release this 

supplemental NPRM because it has been 

recently determined that Airbus 

modification 32025 does not mitigate 

the unsafe condition. In addition, we 

have recently determined that there is 

no terminating action available for the 

repetitive inspection requirement of this 

supplemental NPRM. 

Request To Delay Issuance of the Final 

Rule 

US Airways requested that we review 

Airbus Service Bulletin A320–57–1168, 

dated November 7, 2011, with EASA so 

that a single AD can be written to cover 

both post-modification 32025 airplanes 

and the in-service fleet and to avoid 

another supersedure AD. US Airways 

stated that the production modification 

of the fittings and the in-service 

modification according to Airbus 

Mandatory Service Bulletin A320–57– 

1118, Revision 04, dated June 4, 2008, 

has been shown to be ineffective at 


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preventing corrosion. The commenter 

stated that Airbus has released Airbus 

Service Bulletin SB A320–57–1168, 

dated November 7, 2011, which 

recommends repetitive inspections at 

500-flight-cycle intervals for new 

delivery and replacement of fittings 

after a 5-year threshold elapses. 

As stated previously, we are releasing 

this supplemental NPRM because it has 

been recently determined that Airbus 

modification 32025 does not mitigate 

the unsafe condition. In addition, we 

have recently determined that there is 

no terminating action available for the 

repetitive inspection requirement of this 

supplemental NPRM. 

Requests To Clarify Approved 

Alternative Methods of Compliance 

(AMOCs) 

United and US Airways requested 

clarification of the applicability of 

AMOCs previously approved for 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). 

We agree to clarify the validity of 

AMOC approvals granted for 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). We have revised 

the statement in paragraph (u)(1) of this 

supplemental NPRM to state that 

AMOCs approved previously in 

accordance with AD 2006–11–04 and 

AD 2008–08–04 are approved as 

AMOCs for the corresponding 

provisions of this supplemental NPRM. 

Request To Reference a Repair Drawing 

United requested that we revise the 

NPRM (76 FR 72350, November 23, 

2011) to include recently released 

Airbus Repair Drawing R572 481, Issue 

A, dated November 11, 2011, in 

paragraphs (j)(1) and (j)(2) of the NPRM. 

United also requested that if Airbus 

Mandatory Service Bulletin A320–57– 

1118, Revision 04, dated June 4, 2008, 

is revised before the release of the final 

rule, then that service bulletin should 

also include Airbus Repair Drawing 

R572 481, Issue A, dated November 11, 

2011, and the new service information 

should be referenced in the final rule. 

We disagree. Paragraph (j)(1) of the 

NPRM (76 FR 72350, November 23, 

2011) references ‘‘Airbus Service 

Bulletin A320–57–1118,’’ which 

includes all revisions of that service 

bulletin. Once an operator accomplishes 

any revision of Airbus Service Bulletin 

A320–57–1118, the affected airplane is 

subject to the actions specified in 

paragraphs (k), (m), and (n) of this 

supplemental NPRM. In addition, 

Airbus Repair Drawing R572 481, Issue 

A, dated November 11, 2011, is not an 

acceptable method of compliance for 

any action in this supplemental NPRM 

and, therefore, would not be included in 

the conditions specified in paragraphs 

(j)(1) and (j)(2) of this supplemental 

NPRM. We have not changed the 

supplemental NPRM in this regard. 

Request To Include New Service 

Information 

United requested that we revise the 

NPRM (76 FR 72350, November 23, 

2011) to refer to Airbus Mandatory 

Service Bulletin A320–57A1166, 

Revision 01, dated October 19, 2011, for 

the actions specified in paragraph (o) of 

the NPRM. 

We agree. As discussed previously, 

Airbus Mandatory Service Bulletin 

A320–57A1166, Revision 01, dated 

October 19, 2011, was issued while the 

comment period was open for the 

NPRM (76 FR 72350, November 23, 

2011). That service bulletin includes 

minor edits and does not add an 

additional economic burden. We have 

revised paragraph (n) of this 

supplemental NPRM (paragraph (o) of 

the NPRM) to reference Airbus 

Mandatory Service Bulletin A320– 

57A1166, Revision 01, dated October 

19, 2011; and added paragraph (t) to this 

supplemental NPRM to give credit for 

corresponding actions done before the 

effective date of the AD using Airbus 

Service Bulletin A320–57A1166, dated 

January 12, 2011. We have also updated 

the subsequent paragraph identifiers 

accordingly. 

Request To Reference Specifications 

Without Revision Dates 

US Airways requested that we revise 

the NPRM (76 FR 72350, November 23, 

2011) to specify the structural repair 

manual chapter and paragraph, or by 

drawing number, without revision 

dates. US Airways stated that 

specification of corrective actions by 

document dates, as specified in 

paragraph (i) of the NPRM, 

unnecessarily restricts the use of latest 

and best repair practices. The referenced 

repair documents are now roughly 

between seven and eleven years old. US 

Airways pointed out that Airbus has 

made efforts to improve these repairs in 

that time frame, and by restricting 

operators to the use of historic 

documents, the FAA is making it 

difficult to incorporate improved repair 

methods. 

We partially agree. We agree with US 

Airways that the most current approved 

service information should be 

referenced in the AD. We must reference 

the revision dates in an AD when 

referring to the service document, 

because not doing so violates the Office 

of the Federal Register (OFR) policies 

for approval of materials ‘‘incorporated 

by reference’’ in rules. In general terms, 

we are required by these OFR policies 

to either publish the service document 

contents as part of the actual AD 

language; or submit the service 

document to the OFR for approval as 

‘‘referenced’’ material, in which case we 

may only refer to such material in the 

text of an AD. The AD may refer to the 

service document only if the OFR 

approved it for ‘‘incorporation by 

reference.’’ To allow operators to use 

later revisions of the referenced 

document (issued after publication of 

the AD), either we must revise the AD 

to reference specific later revisions, or 

operators may request approval to use 

later revisions as an AMOC with the AD 

under the provisions of paragraph (u) of 

this supplemental NPRM. As stated 

previously, we have revised the 

supplemental NPRM to accept 

previously approved AMOCs for the 

corresponding provisions of this 

supplemental NPRM. We have not 

changed the AD regarding incorporating 

service information without revision 

dates. 

Request To Reformat Table 1 of the 

NPRM (76 FR 72350, November 23, 

2011) 

US Airways requested that we correct 

the formatting of table 1 to paragraph (k) 

of the NPRM (76 FR 72350, November 

23, 2011). The commenter stated that 

the details in the first two rows of that 

table are data for Airbus Model A319 

and A320 airplanes, while the third and 

fourth rows provide information for 

Model A321 airplanes. 

We find that clarification is necessary. 

The commenter correctly specified the 

information in table 1 to paragraph (k) 

of the NPRM (76 FR 72350, November 

23, 2011), but identified no errors that 

require correction. The information in 

table 1 to paragraph (k) of this 

supplemental NPRM is correct. 

However, we have added a reference to 

Model A318 airplanes to the first row of 

the table. 

FAA’s Determination and Requirements 

of This Proposed AD 

This product has been approved by 

the aviation authority of another 

country, and is approved for operation 

in the United States. Pursuant to our 

bilateral agreement with the State of 

Design Authority, we have been notified 

of the unsafe condition described in the 

MCAI and service information 

referenced above. We are proposing this 

AD because we evaluated all pertinent 


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information and determined an unsafe 

condition exists and is likely to exist or 

develop on other products of the same 

type design. 

Certain changes described above 

expand the scope of the earlier NPRM 

(76 FR 72350, November 23, 2011). 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 proposed 

AD. 

Additional Changes to the 

Supplemental NPRM 

We have removed certain service 

information as a method of compliance 

from paragraphs (g), (h), (i), and (j) of 

the NPRM (76 FR 72350, November 23, 

2011), in this supplemental NPRM. We 

have also added certain credit for 

actions done before the effective date of 

this AD in paragraph (t) of this 

supplemental NPRM, using that 

removed service information. 

Costs of Compliance 

Based on the service information, we 

estimate that this proposed AD would 

affect about 740 products of U.S. 

registry. 

The actions that are required by AD 

2008–08–04, Amendment 39–15456 (73 

FR 19975, April 14, 2008), and retained 

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

rate of $85 per work hour. Required 

parts would cost about $3,860 per 

product. Where the service information 

lists required parts costs that are 

covered under warranty, we have 

assumed that there will be no charge for 

these parts. As we do not control 

warranty coverage for affected parties, 

some parties may incur costs higher 

than estimated here. Based on these 

figures, the estimated cost of the 

currently required actions is $10,065 per 

product. 

We estimate that it would take about 

3 work-hours per product to comply 

with the new basic requirements of this 

proposed AD. The average labor rate is 

$85 per work-hour. Based on these 

figures, we estimate the cost of the new 

actions in this proposed AD on U.S. 

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

per product. 

We have received no definitive data 

that would enable us to provide cost 

estimates for the on-condition actions 

specified in this proposed AD. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. ‘‘Subtitle VII: 

Aviation Programs,’’ describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in ‘‘Subtitle VII, 

Part A, Subpart III, Section 44701: 

General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We determined that this proposed AD 

would not have federalism implications 

under Executive Order 13132. This 

proposed AD would not have a 

substantial direct effect on the States, on 

the relationship between the national 

Government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify this proposed regulation: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

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

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); 

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. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this proposed AD and placed it in the 

AD docket. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 14 CFR part 

39 as follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

1. The authority citation for part 39 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701. 

§ 39.13 [Amended] 

2. The FAA amends § 39.13 by 

removing Airworthiness Directive (AD) 

2008–08–04, Amendment 39–15456 (73 

FR 19975, April 14, 2008), and adding 

the following new AD: 

Airbus: Docket No. FAA–2011–1253; 

Directorate Identifier 2011–NM–079–AD. 

(a) Comments Due Date 

We must receive comments by November 

19, 2012. 

(b) Affected ADs 

This AD supersedes AD 2008–08–04, 

Amendment 39–15456 (73 FR 19975, April 

14, 2008), which superseded AD 2006–11– 

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

23, 2006). 

(c) Applicability 

This AD applies to Airbus Model A318– 

111, –112, –121, and –122; A319–111, A319– 

112, A319–113, A319–114, A319–115, A319– 

131, A319–132, and A319–133; A320–111, 

A320–211, A320–212, A320–214, A320–231, 

A320–232, and A320–233; and 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 


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of the repetitive inspections required by this 

paragraph. 

(h) Retained Optional Inspection Method 

With Changes 

This paragraph restates the requirements 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 Landing Gear Before 

Modification 32025J2211, 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 requirements of 

paragraph (h) of AD 2008–08–04, 

Amendment 39–15456 (73 FR 19975, April 

14, 2008). Repair of the forward lugs of the 

support rib 5 fitting of the left- and righthand 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) Retained 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 

Service Bulletin A320–57–1118 has been 

done. 

(2) Airplanes on which a repair of the MLG 

support rib 5 fitting has been done in 

accordance with 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. 

(3) Airplanes on which replacement in 

service of the MLG support rib 5 specified in 

Airbus Repair Instruction R572–58507 and 

Airbus Repair Drawing R57258209, or Airbus 

Repair Instruction R572–45020 and Airbus 

Repair Drawing R57245019, as applicable, 

has been done. 

(k) Retained Repetitive Inspections 

This paragraph restates the requirements of 

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

39–15456 (73 FR 19975, April 14, 2008). 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 table 1 to 

paragraph (k) of this AD, or before further 

flight after a hard landing, whichever is first, 

do a visual inspection or ultrasonic 

inspection for cracking in the forward lug of 

the support rib 5 fitting of the left and right 

MLG, in accordance with the 

Accomplishment Instructions of Airbus 

Service Bulletin A320–57–1138, Revision 01, 

dated October 27, 2006. Repeat the 

inspection thereafter at the applicable 

interval specified in table 1 to paragraph (k) 

of this AD or before further flight after a hard 

landing, whichever is first, until the 

modification required by paragraph (m) of 

this AD has been accomplished. 

Accomplishing the initial inspection 

terminates the requirements of paragraph (g) 

of this AD. 

TABLE 1 TO PARAGRAPH (K) OF THIS AD—COMPLIANCE TIMES

Airplanes Initial inspection Repetitive interval 

(1) Model A318, A319, 

and A320 airplanes.

(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.

Within 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.

Within 940 flight cycles after an ultrasonic inspection. 

(2) Model A321 airplanes.(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.

Within 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.

Within 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 

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 has 

been accomplished: 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 

Service Bulletin A320–57–1118, Revision 03, 

dated April 23, 2007; or Airbus Mandatory 

Service Bulletin A320–57–1118, Revision 04, 

dated June 4, 2008. Accomplishing this 

modification terminates the requirements of 

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

the requirements of paragraph (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, 


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International Branch, ANM–116, Transport 

Airplane Directorate, 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 accomplished: 

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 

thereafter at intervals not to exceed 500 flight 

cycles. 

(1) For airplanes on which the MLG 

support rib 5 has not been modified nor 

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 listed in table 2 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. 

TABLE 2 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, Transport 

Airplane Directorate, 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 Airbus A318/ 

A319/A320/A321 Nondestructive Testing 

Manual, Chapter 51–90–00, Revision dated 

February 1, 2003. 

(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 Airbus A318/ 

A319/A320/A321 Nondestructive Testing 

Manual, Chapter 57–29–03, Revision dated 

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

A320 airplanes); or Chapter 57–29–04, 

Revision dated May 1, 2005 (for Model A321 

airplanes). 

(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 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. 

(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. 

(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 service 

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

(t)(5)(ii), or (t)(5)(iii) of this AD. 

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

dated September 5, 2002. 

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

Revision 01, dated August 28, 2003. 

(iii) Airbus Service Bulletin A320–57– 

1118, Revision 02, dated August 2, 2006. 

(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, 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 

Refer to MCAI EASA Airworthiness 

Directive 2012–0032, dated February 24, 

2012, and the following service information, 

for related information. 

(1) Airbus Mandatory Service Bulletin 

A320–57–1118, Revision 04, dated June 4, 

2008. 

(2) Airbus Mandatory Service Bulletin 

A320–57A1166, Revision 01, dated October 

19, 2011. 

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

dated November 7, 2011. 

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

Revision 03, dated April 23, 2007. 

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

Revision 01, dated October 27, 2006. 

(6) Task 57–29–03–270–801–A–01, Gear 

Rib Forward Lug Attachment for the Main 

Landing Gear Before Modification 

32025J2211, of Chapter 57, Wings, of the 

Airbus A318/A319/A320/A321 

Nondestructive Testing Manual, Revision 89, 

dated August 1, 2011. 


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Federal Register / Vol. 77, No. 192 / Wednesday, October 3, 2012 / Proposed Rules 60331 

Issued in Renton, Washington, on 

September 26, 2012. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2012–24393 Filed 10–2–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–1035; Directorate 

Identifier 2011–NM–235–AD] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for certain 

Airbus Model A318, A319, A320, and 

A321 series airplanes. This proposed 

AD was prompted by a report of an 

uncommanded nose landing gear (NLG) 

retraction. This proposed AD would 

require installing a power interruption 

protection circuit for the landing gear 

control interface unit (LGCIU). We are 

proposing this AD to prevent untimely 

unlocking and/or retraction of the NLG, 

which, while on the ground, could 

result in injury to ground personnel and 

damage to the airplane. 

DATES: We must receive comments on 

this proposed AD by November 19, 

2012. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: (202) 493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC, between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this proposed AD, contact Airbus, 

Airworthiness Office—EAS, 1 Rond 

Point Maurice Bellonte, 31707 Blagnac 

Cedex, France; telephone +33 5 61 93 36 

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

account.airworth-eas@airbus.com; 

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

may review copies of the referenced 

service information at the FAA, 

Transport Airplane Directorate, 1601 

Lind Avenue SW., Renton, Washington. 

For information on the availability of 

this material at the FAA, call 425–227– 

1221. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Operations office between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Operations 

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

the ADDRESSES section. Comments will 

be available in the AD docket shortly 

after receipt. 

FOR FURTHER INFORMATION CONTACT: 

Sanjay Ralhan, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue SW., Renton, 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–2012–1035; Directorate Identifier 

2011–NM–235–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 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued EASA 

Airworthiness Directive 2011–0202, 

dated October 13, 2011 (referred to after 

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

condition for the specified products. 

The MCAI states: 

After a push back from the gate, an A320 

aeroplane was preparing to initiate taxi, 

when an uncommanded nose landing gear 

(NLG) retraction occurred, causing the nose 

of the aeroplane to hit the ground. 

Investigations revealed that the retraction 

was caused by a combination of a power 

interruption to LGCIUs [landing gear control 

interface unit] and an internal hydraulic leak 

through the landing gear (LG) selector valve 

40GA. 

Deeper investigations have revealed that 

LGCIU power interruption appears during 

engine start at each flight. Even though no 

incident has been reported in service, it has 

been determined that a non compliance to 

the safety objective exists when combined 

with a dormant single failure of the selector 

valve seal leaking. 

This condition, if not corrected, could lead 

to further incidents of untimely unlocking 

and/or retraction of the NLG which, while on 

the ground, could result in injury to ground 

personnel and damage to the aeroplane. 

To address the possible hydraulic leak of 

the LG selector valve, EASA issued AD 2007– 

0065, currently at Revision 2. 

For the reasons described above, this 

[EASA] AD requires installation of a power 

interruption protection circuit to the LGCIU 

and the accomplishment of associated 

modifications [install new seals on nose 

landing gear (NLG)/main landing gear (MLG) 

door valve selector and gear valve-selector 

and for certain airplanes, re-identification of 

identification plates]. 

You may obtain further information by 

examining the MCAI in the AD docket. 

Relevant Service Information 

Airbus has issued the following 

service bulletins: 

• Airbus Service Bulletin A320–32– 

1346, Revision 04, including 

Appendices 1 and 2, dated April 22, 

2011 (for Model A318, A319, A320, and 

A321 series airplanes). 

• Airbus Service Bulletin A320–32– 

1349, Revision 03, including Appendix 

1, dated October 5, 2011 (for Model 

A319CJ (corporate jet) airplanes). 

The actions described in this service 

information are intended to correct the 

unsafe condition identified in the 

MCAI. 

FAA’s Determination and Requirements 

of This Proposed AD 

This product has been approved by 

the aviation authority of another 

country, and is approved for operation 

in the United States. Pursuant to our 

bilateral agreement with the State of 

Design Authority, we have been notified 

of the unsafe condition described in the 

MCAI and service information 

referenced above. We are proposing this 

AD because we evaluated all pertinent 

information and determined an unsafe 

condition exists and is likely to exist or 

develop on other products of the same 

type design. 


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