EASA AD No : 2013-0267R1

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EASA AIRWORTHINESS DIRECTIVE

AD No.: 2013-0267R1

[Correction: 08 May 2014]

Date: 04 March 2014

Note: This Airworthiness Directive (AD) is issued by EASA, acting in accordance with

Regulation (EC) No 216/2008 on behalf of the European Community, its Member States and of 

the European third countries that participate in the activities of EASA under Article 66 of that 

Regulation.

This AD is issued in accordance with EU 748/2012, Part 21.A.3B. In accordance with EC 2042/2003 Annex I, Part M.A.301, the 

continuing airworthiness of an aircraft shall be ensured by accomplishing any applicable ADs. Consequently, no person may operate 

an aircraft to which an AD applies, except in accordance with the requirements of that AD, unless otherwise specified by the Agency 

[EC 2042/2003 Annex I, Part M.A.303] or agreed with the Authority of the State of Registry [EC 216/2008, Article 14(4) exemption].

Type Approval Holder’s Name :

AIRBUS

Type/Model designation(s) :

A330 and A340-200/-300 aeroplanes

TCDS Numbers: EASA.A.004, EASA.A.015

Foreign AD: Not applicable

Revision: This AD revises EASA AD 2013-0267 dated 06 November 2013, which

superseded EASA AD 2012-0015 dated 23 January 2012.

ATA 32 Landing Gear – Main Landing Gear Bogie Beam – Inspection / 

Repair / Modification

Manufacturer(s): Airbus (formerly Airbus Industrie)

Applicability: Airbus A330-201, A330-202, A330-203, A330-223, A330-223F, A330-243,

A330-243F, A330-301, A330-302, A330-303, A330-321, A330-322, A330-323, 

A330-341, A330-342 and A330-343 aeroplanes, all manufacturer serial 

numbers (MSN), except those on which Airbus modification 58896 has been 

embodied in production.

Airbus A340-211, A340-212, A340-213, A340-311, A340-312 and A340-313 

aeroplanes, all MSN, except those on which Airbus modification 58896 has 

been embodied in production.

Reason: The operator of an A330 aeroplane (which has a common bogie beam with the 

A340) reported a fracture of the Right Hand (RH) main landing gear (MLG) 

bogie beam, which occurred while turning during low speed taxi maneuvers. 

The bogie fractured aft of the pivot point and remained attached to the sliding 

tube by the brake torque reaction rods. After this RH bogie failure, the 

aeroplane continued for approximately 40 meters on the forks of the sliding 

member before coming to rest on the taxiway.

The investigations revealed that this event was due to corrosion pitting 

occurring on the bore of the bogie beam. 

This condition, if not detected and corrected, could lead to a runway excursion 

event or to detachment of the bogie from the aeroplane, or to MLG collapse, 

possibly resulting in damage to the aeroplane and injury to the occupants.

To enable early detection and repair of corrosion of the internal surfaces, 
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EASA issued EASA AD 2007-0314 to require a one-time inspection of all MLG 

bogie beams, except Enhanced MLG bogie beams, and the reporting of the 

results to Airbus. EASA AD 2007-0314 was revised and later superseded by 

EASA AD 2008-0093, reducing the inspection threshold period.

The results of subsequent investigations showed thin paint coats and paint 

degradation, confirmed as well on Enhanced MLG bogie beams. To address 

this additional concern, EASA issued AD 2011-0141, retaining the 

requirements of EASA AD 2008-0093, which was superseded, to require a 

one-time visual inspection of all MLG bogie beams, including a visual 

examination of the internal diameter for corrosion or damage to protective 

treatments of the bogie beam and measurement of the paint thickness on the 

internal bore, accomplishment of the applicable corrective actions and a 

modification of the MLG bogie beam to improve the coat paint application 

method, and application of corrosion protection.

Prompted by in-service requests, EASA issued EASA AD 2012-0015 retaining 

the requirements of EASA AD 2011-0141, which was superseded, and 

introducing repetitive inspections of the MLG bogie beams, which allows 

extension of the compliance time for the MLG bogie beam modification from 15 

years to 21 years. Modification of a MLG bogie beam constitutes terminating 

action for the repetitive inspections for that MLG bogie beam.

Reports on inspection results provided to Airbus show that some aeroplanes 

were initially inspected too early (before 4 years and 6 months since aeroplane 

first flight with bogie beam installed/installed after overhaul) and have not been 

re-inspected as required.

For the reasons described above, this AD retains the requirements of EASA 

AD 2012-0015, which is superseded, and redefines the inspection periodicity. 

This AD also introduces a specific one-time inspection for aeroplanes that 

have been inspected too early.

Prompted by operator comments, this AD is revised to clarify the required 

actions and the specific configurations to which the actions must be applied.

Appendix 1 of this AD has been amended accordingly.

This AD is republished to editorially correct paragraph (4).

Effective Date: Revision 1: 11 March 2014

Original issue: 20 November 2013

Required Action(s) 

and Compliance 

Time(s):

Required as indicated, unless accomplished previously:

Part A: For aeroplanes equipped with basic MLG (201252 series), or 

growth MLG (201490 series):

(1) After 4 years and 6 months earliest, but no later than 6 years since the 

Left Hand or RH MLG bogie beam first flight on an aeroplane, or since its 

first flight on an aeroplane after overhaul, as applicable, and thereafter, at 

intervals not less than 4 years and 6 months, but not exceeding 6 years, 

since the last inspection, clean the internal bore and accomplish a 

detailed inspection of internal surfaces of the LH and RH MLG bogie 

beams to detect any damage to the protective treatments and/or any 

corrosion, and measure the paint thickness on the internal bore in 

accordance with instructions of Airbus SB A330-32-3225 Revision 02 or 

SB A340-32-4268 Revision 03, as applicable to aeroplane type.

During overhaul of a MLG bogie beam, any corrosion will be removed,

which means that the first inspection after overhaul of that bogie beam, as 

required by paragraph (1) of this AD, is due between 4 years and 6 

months and 6 years since its first flight after that overhaul.

(2) Inspections and corrective actions on both MLG bogie beams on an 

aeroplane, in accordance with the instructions of Messier-Dowty (M-D) 

SB A33/34-32-271 or in accordance with the instructions of M-D SB 
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A33/34-32-272 (initial and repetitive), as applicable, are acceptable to 

comply with the requirements of paragraph (1) of this AD for that 

aeroplane, provided each inspection is accomplished between 4 years 

and 6 months and 6 years since first flight of the affected MLG bogie 

beam on an aeroplane or since its first flight after its last overhaul, as 

applicable.

(3) Inspections and corrective actions on a LH or RH MLG bogie beam, 

accomplished before 20 November 2013 [the effective date of the original 

issue of this AD] in accordance with the instructions of Airbus SB A330-

32-3225 at original issue or Revision 01 or Airbus SB A340-32-4268 at 

original issue or Revision 01 or Revision 02, as applicable to aeroplane 

type, are acceptable to comply with the initial inspection as required by 

paragraph (1) of this AD, provided these inspections and corrective 

actions were accomplished between 4 years and 6 months and 6 years 

since first flight of the affected MLG bogie beam on an aeroplane or since 

its first flight after its last overhaul, as applicable.

(4) Specific one-time inspection:

For a LH or RH MLG bogie beam which has [on 20 November 2013, the 

effective date of the original issue of this AD] already exceeded 6 years

since its first flight on an aeroplane, or since its first flight on an aeroplane 

after overhaul, as applicable, and has been inspected in accordance with 

the instructions of Airbus SB A330-32-3225 or Airbus SB A340-32-4268 

(at any revision), as applicable to aeroplane type, earlier than 4 years 

and 6 months since first flight of the affected MLG bogie beam on an 

aeroplane, or since its first flight on an aeroplane after its last overhaul, as 

applicable, accomplish the actions as specified in paragraphs (4.1) and 

(4.2) of this AD.

Table 1 – Specific one-time inspection for aeroplane groups

as defined in Appendix 1 of this AD.

Group MLG bogie beam first inspection 

(defined time periods are since the 

LH or RH MLG bogie beam first flight 

on an aeroplane or since its first flight 

on an aeroplane after its last 

overhaul, as applicable)

Compliance time after 

20 November 2013 

[the effective date of 

the original issue of 

this AD

A

Inspected after 4 years and 3 months 

and before 4 years and 6 months 

inclusive.

within 9 months

B

Inspected after 3 years and 9 months 

and before 4 years and 3 months 

inclusive

Inspected before 4 years and 3 within 3 months

months, and have accumulated (on 

20 November 2013) less than 8 

years

C

Inspected before 3 years and 9 

months inclusive, and have 

accumulated (on 20 November 2013) 

more than 8 years 

within 1 month

(4.1) Within the compliance time indicated in Table 1 of this AD, 

depending on the MLG bogie beam age and the date of the first 

inspection (see groups of aeroplanes in the chart in Appendix 1), 

clean the internal bore and accomplish a detailed inspection of 

internal surfaces of the LH and RH MLG bogie beams to detect any 

damage to the protective treatments and/or any corrosion and 

measure the paint thickness on the internal bore in accordance with 
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the instructions of Airbus SB A330-32-3225 Revision 02 or SB 

A340-32-4268 Revision 03, as applicable to aeroplane type.

(4.2) Within 30 days after accomplishment of the one-time specific 

inspection as required by paragraph (4.1) of this AD, report the 

results, including no findings, to Airbus.

(4.3) After accomplishment of the one-time specific inspection as 

required by paragraph (4.1) of this AD, the repetitive actions as 

required by paragraph (1) of this AD remain applicable, within the 

periods specified in paragraph (1) of this AD.

(5) If, during any inspection as required by paragraph (1) or (4.1) of this AD, 

no damage and no corrosion is found, before next flight, apply the 

protective treatments of the bogie beam in accordance with the 

instructions of Airbus SB A330-32-3225 Revision 02 or SB A340-32-4268 

Revision 03, as applicable to aeroplane type.

(6) If, during any inspection as required by paragraph (1) or (4.1) of this AD, 

damage or corrosion is found, before next flight, record the findings and 

accomplish the applicable corrective actions, accomplish the repair and 

apply the protective treatments of the bogie beam in accordance with the 

instructions of Airbus SB A330-32-3225 Revision 02 or SB A340-32-4268 

Revision 03, as applicable to aeroplane type.

Part B: For aeroplanes equipped with basic MLG (201252 series), or 

growth MLG (201490 series), or enhanced MLG (10-210 series):

(7) Before a MLG bogie beam accumulates 21 years since its first flight on an 

aeroplane, accomplish the actions as specified in paragraphs (7.1) and 

(7.2) of this AD, concurrently and in sequence:

(7.1) Visually inspect the internal bores of the LH and RH MLG bogie 

beams in accordance with the instructions of Airbus SB

A330-32-3237 or Airbus SB A340-32-4279, as applicable to 

aeroplane type and, in case damage or corrosion is found, apply 

the corrective actions and accomplish the repair in accordance 

with the instructions of Airbus SB A330-32-3237 or SB 

A340-32-4279, as applicable to aeroplane type.

(7.2) Modify and/or re-identify, as applicable, the LH and RH MLG 

bogie beams in accordance with the instructions of Airbus SB 

A330-32-3237 or Airbus SB A340-32-4279, as applicable to 

aeroplane type. 

(7.3) The inspection requirements of paragraph (7.1) of this AD and 

the modification requirements only of paragraph (7.2) do not 

apply to a MLG bogie beam whose serial number is listed in 

Appendix A of M-D SB A33/34-32-283 or M-D SB A33/34-32-284, 

as applicable.

(8) Within 90 days after accomplishment of each inspection as required by 

paragraph (1) or paragraph (7) of this AD, as applicable, report the 

results, including no findings, to Airbus.

(9) Accomplishment of inspections and corrective actions on both MLG bogie 

beams installed on an aeroplane, in accordance with the instructions of 

M-D SB A33/34-32-278, is an acceptable alternative method to comply 

with the requirements of paragraph (7.1) of this AD for that aeroplane.

(10) Modification of both MLG bogie beams on an aeroplane in accordance 

with the instructions of M-D SB A33/34-32-283 or M-D SB A33/34-32-284, 

as applicable, is an acceptable alternative method to comply with the 

requirements of paragraph (7.2) of this AD for that aeroplane.

(11) Modification of both MLG bogie beams on an aeroplane, as required by 

paragraph (7) of this AD, or as specified in paragraphs (9) and (10) of this 

AD, constitutes terminating action for the repetitive inspections required 
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by paragraph (1) of this AD for that aeroplane.

(12) After modification of an aeroplane as required by paragraph (7) of this 

AD, or as specified in paragraphs (9) and (10) of this AD, do not install on

that aeroplane a MLG bogie beam, unless:

- that MLG bogie beam has been modified and re-identified in 

accordance with the instructions of Airbus SB A330-32-3237 or Airbus

SB A340-32-4279, as applicable to aeroplane type, or,

- that MLG bogie beam has been inspected and corrected in 

accordance with the instructions of M-D SB A33/34-32-278, and

modified in accordance with the instructions of M-D SB A33/34-32-283,

or M-D SB A33/34-32-284, as applicable, or,

- that MLG bogie beam has a serial number which is listed in Appendix 

A of M-D SB A33/34-32-283 or M-D SB A33/34-32-284, as applicable.

(13) From 20 November 2013 [the effective date of the original issue of this 

AD], except as specified in paragraph (12) of this AD, it is allowed to 

install a MLG bogie beam on an aeroplane, provided that, following 

installation, it is inspected and, depending on findings, corrected in 

compliance with the requirements of this AD.

Ref. Publications : Airbus SB A330-32-3225 original issue dated 21 November 2007, or

Revision 01 dated 30 October 2008, or Revision 02 dated 26 October 2012.

Airbus SB A340-32-4268 original issue dated 21 November 2007, or

Revision 01 dated 30 October 2008, or Revision 02 dated 26 October 2012, or

Revision 03 dated 14 January 2013.

M-D SB A33/34-32-271 original issue dated 13 September 2007, or Revision 1 

dated 16 November 2007.

M-D SB A33/34-32-272 original issue dated 16 November 2007, or Revision 1 

dated 22 September 2008.

M-D SB A33/34-32-278 original issue dated 17 February 2010, or

Revision 1 dated 24 August 2011.

M-D SB A33/34-32-283 original issue dated 11 May 2010, or Revision 1 dated 

10 July 2012.

M-D SB A33/34-32-284 original issue dated 11 May 2010, or Revision 1 dated 

10 July 2012.

Airbus SB A330-32-3237 original issue dated 18 January 2011, or Revision 01 

dated 14 October 2011.

Airbus SB A340-32-4279 original issue dated 18 January 2011, or Revision 01 

dated 14 October 2011.

Airbus SB A330-32-3222 original issue dated 10 January 2008.

Airbus SB A340-32-4265 original issue dated 11 January 2008.

The use of later approved revisions of these documents is acceptable for 

compliance with the requirements of this AD.

Remarks : 1. If requested and appropriately substantiated, EASA can approve 

Alternative Methods of Compliance for this AD.

2. Based on the required actions and the compliance time, EASA have 

decided to issue a Final AD with Request for Comments, postponing the 

public consultation process until after publication.

3. Enquiries regarding this AD should be referred to the Safety Information 

Section, Executive Directorate, EASA. E-mail ADs@easa.europa.eu.

4. For any question concerning the technical content of the requirements in 

this AD, please contact: AIRBUS – Airworthiness Office – EIAL,

E- mail: airworthiness.A330-A340@airbus.com.
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Appendix 1

Aeroplane Group determination chart for the specific one-time inspection

as required by paragraph (4.1) of this AD