8866 Federal Register / Vol. 90, No. 22 / Tuesday, February 4, 2025 / Rules and Regulations 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2024–2327; Project 

Identifier MCAI–2024–00233–T; Amendment 

39–22926; AD 2025–01–02] 

RIN 2120–AA64 

Airworthiness Directives; Airbus SAS 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for certain 

Airbus SAS Model A319–111, –112, 

–113, –114, –115, –131, –132, and –133

airplanes; Model A320–211, –212, –214,

–216, –231, –232, and –233 airplanes;

and Model A321–111, –112, –131, –211,

–212, –213, –231, and –232 airplanes.

This AD was prompted by a full-scale

fatigue test that found cracks on the

main landing gear (MLG) bay rear skin

panel at the stringer run-out at Frame 46

and Stringer 32 on the left-hand and

right-hand sides. This AD requires

repetitive special detailed inspections

(SDIs) of the affected area for cracking

and applicable corrective actions, as

specified in a European Union Aviation

Safety Agency (EASA) AD, which is

incorporated by reference. The FAA is

issuing this AD to address the unsafe

condition on these products.

DATES: This AD is effective March 11,

2025.

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of March 11, 2025. 

ADDRESSES:

AD Docket: You may examine the AD 

docket at regulations.gov under Docket 

No. FAA–2024–2327; or in person at 

Docket Operations between 9 a.m. and 

5 p.m., Monday through Friday, except 

Federal holidays. The AD docket 

contains this final rule, the mandatory 

continuing airworthiness information 

(MCAI), any comments received, and 

other information. The address for 

Docket Operations is U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue SE, Washington, DC 20590. 

Material Incorporated by Reference: 

• For EASA material identified in this

AD, contact EASA, Konrad-AdenauerUfer 3, 50668 Cologne, Germany; 

telephone +49 221 8999 000; email 

ADs@easa.europa.eu; website 

easa.europa.eu. You may find this 

material on the EASA website at 

ad.easa.europa.eu. 

• You may view this material at the

FAA, Airworthiness Products Section, 

Operational Safety Branch, 2200 South 

216th St., Des Moines, WA. For 

information on the availability of this 

material at the FAA, call 206–231–3195. 

It is also available at regulations.gov 

under Docket No. FAA–2024–2327. 

FOR FURTHER INFORMATION CONTACT: Tim 

Dowling, Aviation Safety Engineer, 

FAA, 1600 Stewart Avenue, Suite 410, 

Westbury, NY 11590; telephone 206– 

231–3667; email timothy.p.dowling@

faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to certain Airbus SAS Model 

A319–111, –112, –113, –114, –115, 

–131, –132, and –133 airplanes; Model

A320–211, –212, –214, –216, –231,

–232, and –233 airplanes; and Model

A321–111, –112, –131, –211, –212,

–213, –231, and –232 airplanes. The

NPRM published in the Federal

Register on October 8, 2024 (89 FR

81403). The NPRM was prompted by

AD 2024–0089, dated April 15, 2024,

issued by EASA, which is the Technical

Agent for the Member States of the

European Union (EASA AD 2024–0089)

(also referred to as the MCAI). The

MCAI states that cracks were found on

the MLG bay rear skin panel at stringer

runout at Frame 46 and Stringer 32 on

the left-hand and right-hand sides

during a full-scale fatigue test. This

condition, if not addressed, could lead

to crack propagation, possibly resulting

in reduced structural integrity of the

airplane.

In the NPRM, the FAA proposed to 

require repetitive SDIs of the affected 

area for cracking and applicable 

corrective actions, as specified in EASA 

AD 2024–0089. The FAA is issuing this 

AD to address the unsafe condition on 

these products. 

You may examine the MCAI in the 

AD docket at regulations.gov under 

Docket No. FAA–2024–2327. 

Discussion of Final Airworthiness 

Directive 

Comments 

The FAA received comments from Air 

Line Pilots Association, International 

(ALPA) and United Airlines, who 

supported the NPRM without change. 

Conclusion 

This product has been approved by 

the aviation authority of another 

country and is approved for operation in 

the United States. Pursuant to the FAA’s 

bilateral agreement with this State of 

Design Authority, it has notified the 

FAA of the unsafe condition described 

in the MCAI referenced above. The FAA 

reviewed the relevant data, considered 

the comments received, and determined 

that air safety requires adopting this AD 

as proposed. Accordingly, the FAA is 

issuing this AD to address the unsafe 

condition on this product. Except for 

minor editorial changes, this AD is 

adopted as proposed in the NPRM. 

None of the changes will increase the 

economic burden on any operator. 

Material Incorporated by Reference 

Under 1 CFR Part 51 

EASA AD 2024–0089 specifies 

procedures for repetitive SDIs of the 

MLG bay rear skin panel at the stringer 

run-out at Frame 46 and Stringer 32 on 

the left-hand and right-hand sides and 

applicable corrective actions. Corrective 

actions include crack repair. This 

material is reasonably available because 

the interested parties have access to it 

through their normal course of business 

or by the means identified in the 

ADDRESSES section. 

Costs of Compliance 

The FAA estimates that this AD 

affects 1,857 airplanes of U.S. registry. 

The FAA estimates the following costs 

to comply with this AD: 

ESTIMATED COSTS FOR REQUIRED ACTIONS

Labor cost Parts cost Cost per product Cost on U.S. 

operators 

3 work-hours × $85 per hour = $255 per inspection 

cycle.

$0 $255 per inspection cycle ............... $473,535 per inspection cycle. 


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Federal Register / Vol. 90, No. 22 / Tuesday, February 4, 2025 / Rules and Regulations 8867 

The FAA has received no definitive 

data on which to base the 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. 

The FAA is 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 

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) Will not affect intrastate aviation 

in Alaska, and 

(3) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

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 adding 

the following new airworthiness 

directive: 

2025–01–02 Airbus SAS: Amendment 39– 

22926; Docket No. FAA–2024–2327; 

Project Identifier MCAI–2024–00233–T. 

(a) Effective Date 

This airworthiness directive (AD) is 

effective March 11, 2025. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to Airbus SAS Model 

airplanes specified in paragraphs (c)(1) 

through (3) of this AD, certificated in any 

category, as identified in European Union 

Aviation Safety Agency (EASA) AD 2024– 

0089, dated April 15, 2024 (EASA AD 2024– 

0089). 

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

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

(2) Model A320–211, –212, –214, –216, 

–231, –232, and –233 airplanes. 

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

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

(d) Subject 

Air Transport Association (ATA) of 

America Code 53, Fuselage. 

(e) Unsafe Condition 

This AD was prompted by a full-scale 

fatigue test that found cracks on the main 

landing gear (MLG) bay rear skin panel at the 

stringer run-out at Frame 46 and Stringer 32 

on the left-hand and right-hand sides. The 

FAA is issuing this AD to detect potential 

fatigue cracking on the MLG bay rear skin 

panel at the stringer run-out at Frame 46 and 

Stringer 32 on the left-hand and right-hand 

sides. The unsafe condition, if not addressed, 

could lead to crack propagation, possibly 

resulting in reduced structural integrity of 

the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Requirements 

Except as specified in paragraphs (h) and 

(i) of this AD: Comply with all required 

actions and compliance times specified in, 

and in accordance with, EASA AD 2024– 

0089. 

(h) Exceptions to EASA AD 2024–0089 

(1) Where EASA AD 2024–0089 refers to its 

effective date, this AD requires using the 

effective date of this AD. 

(2) Where paragraph (2) of EASA AD 2024– 

0089 specifies ‘‘If, during any inspection as 

required by paragraph (1) of this AD, 

discrepancies are detected, as defined in the 

SB, before next flight, contact Airbus for 

approved repair instructions and accomplish 

those instructions accordingly,’’ this AD 

requires replacing that text with ‘‘If, during 

any inspection as required by paragraph (1) 

of this AD, any cracking is found, before next 

flight, repair the cracking using a method 

approved by the Manager, International 

Validation Branch, FAA; or EASA; or Airbus 

SAS’s EASA Design Organization Approval 

(DOA). If approved by the DOA, the approval 

must include the DOA-authorized signature.’’ 

(3) This AD does not adopt the ‘‘Remarks’’ 

section of EASA AD 2024–0089. 

(i) No Reporting Requirement 

Although the material referenced in EASA 

AD 2024–0089 specifies to submit certain 

information to the manufacturer, this AD 

does not include that requirement. 

(j) Additional AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Validation Branch, 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 

responsible Flight Standards Office, as 

appropriate. If sending information directly 

to the manager of the International Validation 

Branch, send it to the attention of the person 

identified in paragraph (k) of this AD and 

email to: AMOC@faa.gov. Before using any 

approved AMOC, notify your appropriate 

principal inspector, or lacking a principal 

inspector, the manager of the responsible 

Flight Standards Office. 

(2) Contacting the Manufacturer: For any 

requirement in this AD to obtain instructions 

from a manufacturer, the instructions must 

be accomplished using a method approved 

by the Manager, International Validation 

Branch, FAA; or EASA; or Airbus SAS’s 

EASA DOA. If approved by the DOA, the 

approval must include the DOA-authorized 

signature. 

(3) Required for Compliance (RC): Except 

as required by paragraph (j)(2) of this AD, if 

any material contains procedures or tests that 

are identified as RC, those procedures and 

tests must be done to comply with this AD; 

any procedures or tests that are not identified 

as RC are recommended. Those procedures 

and tests that are not identified as RC may 

be deviated from using accepted methods in 

accordance with the operator’s maintenance 

or inspection program without obtaining 

approval of an AMOC, provided the 

procedures and tests identified as RC can be 

done and the airplane can be put back in an 

airworthy condition. Any substitutions or 

changes to procedures or tests identified as 

RC require approval of an AMOC. 

(k) Additional Information 

For more information about this AD, 

contact Tim Dowling, Aviation Safety 

Engineer, FAA, 1600 Stewart Avenue, Suite 

410, Westbury, NY 11590; telephone 206– 

231–3667; email: timothy.p.dowling@faa.gov. 

(l) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

the material listed in this paragraph under 5 

U.S.C. 552(a) and 1 CFR part 51. 

(2) You must use this material as 

applicable to do the actions required by this 

AD, unless this AD specifies otherwise. 


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8868 Federal Register / Vol. 90, No. 22 / Tuesday, February 4, 2025 / Rules and Regulations 

(i) European Union Aviation Safety Agency 

(EASA) AD 2024–0089, dated April 15, 2024. 

(ii) [Reserved] 

(3) For EASA material identified in this 

AD, contact EASA, Konrad-Adenauer-Ufer 3, 

50668 Cologne, Germany; telephone +49 221 

8999 000; email ADs@easa.europa.eu; 

website easa.europa.eu. You may find this 

material on the EASA website at 

ad.easa.europa.eu. 

(4) You may view this material at the FAA, 

Airworthiness Products Section, Operational 

Safety Branch, 2200 South 216th St., Des 

Moines, WA. For information on the 

availability of this material at the FAA, call 

206–231–3195. 

(5) You may view this material at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, 

visit www.archives.gov/federal-register/cfr/ 

ibr-locations or email fr.inspection@nara.gov. 

Issued on December 31, 2024. 

John P. Piccola, Jr., 

Director, Integrated Certificate Management 

Division, Aircraft Certification Service. 

[FR Doc. 2025–02148 Filed 2–3–25; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2024–2133; Project 

Identifier MCAI–2024–00243–T; Amendment 

39–22922; AD 2024–26–07] 

RIN 2120–AA64 

Airworthiness Directives; Embraer S.A. 

(Type Certificate Previously Held by 

Yabora ̃ Indu ́ stria Aerona ́utica S.A.; 

Embraer S.A.; Empresa Brasileira de 

Aerona ́utica S.A. (EMBRAER)) 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for all 

Embraer S.A. Model EMB–135ER, 

–135KE, –135KL, and –135LR airplanes; 

and Model EMB–145, –145EP, –145ER, 

–145LR, –145MP, –145MR, and –145XR 

airplanes. This AD was prompted by a 

structural assessment that indicated 

certain central fuselage longitudinal 

splices are subjected to fatigue damage 

on multiple sites due to loose fasteners, 

which may reduce the structural 

residual strength below the required 

levels. This AD requires performing 

repetitive inspections of certain upper 

central fuselage longitudinal splices and 

reporting the inspection results, as 

specified in an Ageˆncia Nacional de 

Aviac ̧a ̃o Civil (ANAC) AD, which is 

incorporated by reference. This AD also 

requires performing corrective actions if 

necessary. The FAA is issuing this AD 

to address the unsafe condition on these 

products. 

DATES: This AD is effective March 11, 

2025. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of March 11, 2025. 

ADDRESSES: 

AD Docket: You may examine the AD 

docket at regulations.gov under Docket 

No. FAA–2024–2133; or in person at 

Docket Operations between 9 a.m. and 

5 p.m., Monday through Friday, except 

Federal holidays. The AD docket 

contains this final rule, the mandatory 

continuing airworthiness information 

(MCAI), any comments received, and 

other information. The address for 

Docket Operations is U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE, 

Washington, DC 20590. 

Material Incorporated by Reference: 

• For ANAC material identified in 

this AD, contact National Civil Aviation 

Agency (ANAC), Aeronautical Products 

Certification Branch (GGCP), Rua Dr. 

Orlando Feirabend Filho, 230—Centro 

Empresarial Aquarius—Torre B— 

Andares 14 a 18, Parque Residencial 

Aquarius, CEP 12.246–190—Sa ̃o Jose ́

dos Campos—SP, Brazil; telephone 55 

(12) 3203–6600; email pac@anac.gov.br; 

website anac.gov.br/en/. You may find 

this material on the ANAC website at 

sistemas.anac.gov.br/certificacao/DA/ 

DAE.asp. 

• You may view this material at the 

FAA, Airworthiness Products Section, 

Operational Safety Branch, 2200 South 

216th St., Des Moines, WA. For 

information on the availability of this 

material at the FAA, call 206–231–3195. 

It is also available at regulations.gov 

under Docket No. FAA–2024–2133. 

FOR FURTHER INFORMATION CONTACT: 

Hassan Ibrahim, Aviation Safety 

Engineer, FAA, 1600 Stewart Avenue, 

Suite 410, Westbury, NY 11590; phone: 

206–231–3653; email: 

Hassan.M.Ibrahim@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to all Embraer S.A. Model EMB– 

135ER, –135KE, –135KL, and –135LR 

airplanes; and Model EMB–145, 

–145EP, –145ER, –145LR, –145MP, 

–145MR, and –145XR airplanes. The 

NPRM published in the Federal 

Register on August 28, 2024 (89 FR 

68840). The NPRM was prompted by 

AD 2024–04–03R01, effective May 31, 

2024, issued by ANAC, which is the 

aviation authority for Brazil (ANAC AD 

2024–04–03R01) (also referred to as the 

MCAI). The MCAI states that a 

structural assessment indicated that 

certain central fuselage longitudinal 

splices are subjected to fatigue damage 

on multiple sites due to working (i.e., 

loose) fasteners, which could reduce 

structural residual strength below the 

required levels. This fatigue damage 

may be undetected by current 

maintenance tasks and could result in 

reduced structural integrity of the 

airplane. 

In the NPRM, the FAA proposed to 

require performing repetitive 

inspections of certain upper central 

fuselage longitudinal splices and 

reporting the inspection results, as 

specified in ANAC AD 2024–04–03R01. 

The NPRM also proposed to require 

performing corrective actions if 

necessary. The FAA is issuing this AD 

to address the unsafe condition on these 

products. 

You may examine the MCAI in the 

AD docket at regulations.gov under 

Docket No. FAA–2024–2133. 

Discussion of Final Airworthiness 

Directive 

Comments 

The FAA received a comment from 

Embraer. The following presents the 

comment received on the NPRM and the 

FAA’s response. 

Request for Withdrawing the Proposed 

AD 

Embraer requested the FAA withdraw 

the proposed AD. The commenter stated 

the proposed AD is based on the 

occurrence of nonconforming (loose, 

failed or missing) rivets detected in tests 

that exceeded applicable regulatory 

requirements, and there has been no inservice occurrence to prompt the 

structural assessment used to justify the 

proposed AD. The commenter stated 

that the maintenance plan for Model 

EMB–145 airplanes includes inspection 

tasks that allow for timely detection of 

nonconforming rivets. The commenter 

stated analysis related to working rivets 

show that the probability of failure of a 

rivet of fuselage longitudinal splices 

under operational conditions is less 

than one percent at 60,000 flight cycles. 

Embraer added that, assuming the 

additional inspections are necessary, the 

proposed inspection times are overly 

conservative. The commenter added 

that a significant reduction in the 

structural residual strength requires the 


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